MR2 Only Magazine Issue 2

issue2 OCTOBER2020

SHOWSTOPPER meet‘themistress’

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STANCE&SHOW

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welcome...

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espite these strange times during a global pandemic we’re back by popular demand for a 2nd issue. The roaring success of issue 1 is proof that the MR2 scene is stronger than ever, we thank you!

The show season this year has certainly been difficult, but after the lockdown it was great to see that some events went ahead albeit in a downscaled Covid safe format. We’ve seen many well turned out regional meets and drives too, all socially distanced of course. I’ve covered less than 1000 miles in my own MR2 this year, but the highlight was to make the trip south to Hemel Hempstead for Luke Bliss Memorial Meet, it was great to see the unveiling of Luke’s MR2 that we featured in issue 1, believe me the photos do not give this car justice. Was great to meet Luke’s brother, Julian and Luke’s family and friends.

As we put the finishing touches to Issue 2 Nathan Freke, owner of our issue 1 cover MR2 broke his own world record again with a staggering 8.60s quarter mile at 163mph. Congratulations to Nathan and the team, we’re informed there is hopefully yet more to come!

Our second issue inadvertedly follows similar parallels to issue 1, We have a race inspired Mobil 1 liveried SW20 owned by Ohm Yver from Thailand.

Line up features two track/race focussed MR2s, 1st a 2GR 309whp ‘Apex Attack SW20 owned by Mike Reed. The 2nd Australian Brian Poh’s absolute animal 450bhp ZZW230 Spyder.

Our cover car this issue is certainly one of a kind, a unique ground up build by Falcon of Falcon Creations Motorsport with his awesome 600bhp Link tuned SW20.

From unique, to the very rare, Richard Lee’s Phoenix Power SW20, a JDM legend brought back to life faithful to the original Phoenix Power demo cars, a true part of the SW20’s extensive history.

AW11s? We have three 3SGTE powered AW11s, the first owned by long term AW11 fanatic Luke Habermehl. And, yet another parallel, Edgar Pineda’s two stunning 5th Gen 3SGTE powered Mk1s.

For the ‘SHOW’ lovers, we have Brock Moules ‘Rags 2 Riches’ a man with a vision, to create his stunning SW20 turbo.

This issue we really do have it all covered ‘Stanced to Perfection’ another show stunner, Christopher Chand’s inspiring white turbo, an MR2 all about show, but with just as much GO. Last but not least we have Thomas Zhuang ‘California Dreaming’ with his stunning street styled and kitted ZZW30.

MR2 Racing coverage is back, great to see forty MR2s take to the grid for the opening race of the season at Snetterton.

One of our readers rides submissions caught my attention, a guy from New England who undertook his own V6 ZZW30 swap. He then took it a stage further by installing twin turbos.

The exposed rear on his build looking like something out of a Mad Max film.

He’d been nominated in the top 10 SEMA Battle of the Builders, Philadelphia regionals, two years running. Just as we were about to go to print, he let me know that he’d WON! Congratulations Andrei Taraburca (@andysautowerks) a well deserved win. A great story!

Hopefully 2021 will be a better year, and we can once again head out for drives and meets. We are looking forward to the MR2 DC National meet where we plan to have our 1st MR2 Only Mag show stand.

We’re always on the look out for feature MR2s, build projects, stories, roadtrips, event coverage and everything in between. If you have something that is a little bit different and interesting please do get in touch: steve@mr2onlymagazine.com Steve Bishop - MR2 Only Magazine

We have another K-swap featured, The first part of a build series from Ryan at RMS Fabrications with huge plans to build the fastest H Pattern MR2.

An interesting build to follow!

For the nostalgic, we have the myth, ‘the Toyota that never was’, The legendary yet fundamentally flawed 222D Group B rally car.

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.

specialthanksto:everyonewhohashelpedandcontributed. ourfeaturedmr2owners,mr2specialistswhohavesponsoredandsupportedourcomeback.

ANDOFCOURSEOURREADERS,MAKINGITPOSSIBLETOPUBLISHASECONDISSUE!

LIKEOURPAGEFORUPDATES 3

WHAT’SON...WHAT’SIN...

JDMLEGENDOFTHEPhoenix

DRESSED2THRILL

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CALIFORNIASTYLE

92 THEMAKINGOFAMONSTER-K-SWAP

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SHOWST MEANGREEN-3SGTEGEN5SWAP

BURRITOBANDIT-3SGTEGEN5SWAP

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ISSUETWO

OCTOBER2020 RAGS2RICHES

AW11FORTHELONGHAUL

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STANCE&SHOW

46 APEXATTACK

STOPPER

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meet‘themistress’

222D

ABSOLUTEWEAPON450BHPBOOSTEDZZW30

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thetoyotathat neverwas

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DRESSED 2THRILL OHM YVER’S JGTC MOBIL1 NSX INSPIRED CUSTOM WIDEBODIED SW20 TURBO

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OWNER : OHM YVER (MAKEUP CAR DUDE GARAGE) PHOTOGRAPHER : FASTRUN SHOT TAKLONG RACING COUNTRY : THAILAND

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hailand is home to so many finely styled and tuned MR2 examples, you only need to scroll the MR2 Club Thailand’s Facebook and Instagram pages.

Ohm Yver’s 92 Turbo is certainly dressed to thrill. Ohm was drawn to the SW20 for its sexy looks, and the appeal of the mid engined layout being a little different. With a love of 90’s cars Ohm feels the SW20 has character

The inspiration for this Mobil 1 liveried SW20 wide-body was of course inspired by the 1998 JGTC Honda NSX. Ohm bought this 92 MR2 about 2 years ago in good condition, his aim to create a unique MR2 with race car looks that he could drive everyday. It’s fair to say that’s exactly what he achieved.

TUNING

First step was to tune the 3SGTE engine, to make sure this MR2 had the GO, to match the SHOW. After market tuning favourites under the hood include HKS air intake, HKS Super SQV blow of valve, engine management taken care of by a TOMS ECU. To cope with the power, an OS Giken twin plate clutch.

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To achieve the JGTC NSX race car looks Ohm chose the TRD 2000GT protoype wide-body kit blended with his own custom carbon additions. A carbon Bomex bonnet air scoop further enhances the race car look. Ohm comments “The TRD 2000GT prototype body is amazing, looks like a race car that you can drive everyday”.

Rays TE37’s, the perfect choice for wheels to fill out those wide arches, an old favourite for MR2 fitment, wrapped in Yokohoma Advan rubber, providing just the right amount of view to show off Ohm’s Brembo big brake kit. The car rides on BL coilovers.

The race car theme and feel continues inside the cockpit with a pair of Recaro SPZ limited racing seats, Momo steering wheel and a plethora of Defi gauges. To complete the race car looks, is a Garage SPL departure exhaust which makes the rear look very purposeful.

FUTUREPLANS...

A full tear down and restoration is planned soon, which will include changes to some body parts, a repaint, and change the interior. Even bigger plans are afoot for the engine with a goal of 5/600bhp, which will give this race car MR2 the power to match its killer race car looks.

thanksto...

AZC ORIGINAL GARAGE (Thailand) Makeup Car Dude (Thailand)

TheTRD 2000GT prototypebody isamazing,looks likearacecar butyoucan driveeveryday”.

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mr2sw201992 Engine&PERFORMANCE

interior Recaro spz limited Momo prototipo steering wheel

3S-GTE non air flow

TRD shift knob

TOM’S ECU tuning

Defi gauge set

OS Giken twin plate clutch

Defi vsd2

HKS air intake HKS Super SQV blow off valve MSD coil wiring NGK spark plug Garage spl departure muffler

exterior TRD 2000GT prototype (carbon plus) Bomex bonnet air scoop (carbon) Raybrig headlights

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suspenSion bl sport coilover

WHEELS Rays TE37 9x18 et+20 245/40/18 (Yokohama advan ad08)

10.5x18 et+22 295/35/18 (Yokohama advan a050)

BRAKES Brembo brake system

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LUKEBLISSMEMORIALMEET WRITTEN BY : JULIAN BLISS

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or the past two years we have held a memorial meet for MR2 legend Luke Bliss at Driftlimits in Hertfordshire, where Luke was one of the Directors. We wanted the memorial to be a chance for Luke’s customers, friends, family and also fellow enthusiasts to get together and share their memories of Luke and also get the chance to look around some nice cars.

Not just limited to MR2’s, in the past we have had everything from racing cars all the way through to classic Corvettes and almost everything in between.

2020 was to be the year that Luke’s MR2, which was one of the feature cars in issue one, would be finished and presented as a running, driving car. The journey to get the car to that point was a very long one and took far longer than I had anticipated. If anyone wants to undertake a full restoration to this level, I would tell them to estimate the amount of time it will take and then double it!

We won’t even talk about the financial side of things!

Due to COVID-19, and there being a large degree of uncertainty whether we would be allowed out of our homes yet, we made the decision to delay the memorial by a month and hold It on August 16th. This proved to be a wise

move, as I was still working on the final touches on Luke’s car. I decided to completely re-do the engine bay wiring to tidy it up and to run as many wires through the boot as possible. I had to fabricate mounts for the Recaro Pole Position seats. I cut open, modified and re-packed the Berk exhaust that I was very kindly given because with no packing in it, it was comically loud!

Most frustratingly, I had to rebuild the steering rack because it had spontaneously decided to deposit all the fluid on the floor. It was like the car knew I was so close to getting it done and decided to throw one last challenge at me.

I can’t quite explain the emotion the day I drove the car to the MoT centre. (For our American readers, the MoT is a yearly, mandatory test of roadworthiness). This was the first time

the car had moved under its own power for over two years and in that time had been reduced to a complete shell.

Cutting it fine, it was only the day before the memorial that I collected it from the detailers who had spent all week machine polishing and ceramic coating it. It looked phenomenal.

What was not so phenomenal was the weather. We had a fantastic but fairly short-lived summer which comprised of a few weeks of bright blue skies and around 30 degrees (86f) every single day. The week of the memorial was a different story. In rolled the storms, torrential rain and flash floods. Driftlimits is on an old RAF base, which is completely open about as far as you can see with very little shelter. This could be a problem! It was too late to postpone the memorial so I just had to hope for the best. Much to the annoyance of my friends, all I talked about that week was the weather. I had everything crossed.

Early Sunday morning I woke up to see that it had stopped raining and it seemed to be drying up. Things were looking up. Given the uncertainty of the weather, I had no idea how many

PHOTO: P. KUSYK

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people would show up. I arrived at Driftlimits very early and waited tensely, wondering who, if anyone would show up Finally, people started to arrive. There were old friends that had their car worked on by Luke in the very early days when he started his business from our Mum and Dad’s driveway, friends that he had made in his some 18 years of Pacific Works/Driftlimits, family and even some people that didn’t really know Luke at all but had heard about him over the years or had seen pictures of his car. It was a really nice atmosphere. The sun also decided to

make an appearance and although the skies surrounding the track remained grey, we had sunshine the majority of the time and I even ended up getting sun-burnt!

After a few hours of showing off his car, walking around talking to people and looking at their cars, we did a few parade laps of the track. This was something we started at the first memorial meet. Luke knew the Driftlimits track like the back of his hand and had spent countless hours going round it. Doing some slow parade laps seemed like the right thing to do.

I fired up his car and led the train of

cars around for 10 laps or so. To see MR2’s that I think were still on the road because of him, cars of other marques owned by previous MR2 owners and everything in between was quite a sight.

Luke built his brand on friendships and that common passion for cars that we all share. To be able to see his passion live on through all the memories, funny stories and even through the cars he worked on is quite a special thing. I can’t thank everyone who came out enough.

The Luke Bliss memorial is an annual event so please keep an eye out next summer for the date.

Lukebuilthisbrandonfriendships&that commonpassionforcarsthatweallshare.

Tobeabletoseehispassionliveonthroughall thememories,funnystoriesandeventhroughthe carsheworkedonisquiteaspecialthing.

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norisk noreward

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FALCON RUBEN DINIS LIKES TO BE OUTSTANDING, & UNIQUE...

MEET 'THE MISTRESS' OWNER : FALCON RUBEN DINIS PHOTOGRAPHY : NMR NICK ROSSO COUNTRY : TAMPA, FLORIDA FALCONS_CREATIONS

FALCONHADAVISIONOFHOWHIS MR2WOULDLOOK,BEINGTHEOWNER OFFALCONCREATIONSMOTORSPORTS HE’STHEMANWITHTHESKILLSTO CREATETHISTRULYUNIQUEMR2 17

I

always loved the MR2, and always wanted to own one since I was 16 years old. I grew up building rally cars with my dad it’s in the blood, we like fast cars. I love Toyota, so the MR2 was the perfect car to do it. I’m Now 42 and I’ve ended up saving this one from going to the crusher.

The girl that owned it was going to have somebody pick it up and put it on a Crusher. There was water inside the car, interior was mouldy and trashed. The USDM Gen 2 motor was blown.

So I brought this baby home and saved it from the scrapper.

I end up putting another JDM Gen 2 engine in it, two bucket seats and stripped out the interior.

DISASTERSTRUCK...

I drove it for almost a year, and then we had a spectator race on an oval track, I let my wife race the car that day and she was way ahead of the Chevy V8 muscle car that she was racing. The Chevy had nothing on the MR2. The last lap, disaster struck, on the left corner the MR2 got sideways, she tried to correct it, he came around the corner and hit the rear quarter panel so hard that it shut the car against the wall. Right there and then the car was totalled, frame rails completely bent, quarter panel in the wheel housing, everything was completely demolished.

TIMEFORRECREATION...

I brought the car to my shop, I put it on the frame machine and pulled it all to factory specs and started this build you see now. It was a bare shell nothing with left on. I did a full roll cage install, reinforced the shock towers and modified the front ones, moved it back an inch to give me more caster.

Onthelastlap,leftcornertheMR2 gotsideways,shetriedtocorrectit, hecamearoundthecornerhitthe quarterpanelssohardthatslammedthe caragainstthewall.

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SHE’SANAWARDWINNINGSHOWSTOPPER...

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INTERIOR...

The interior received a completely modified dashboard and reupholstered Sparco bucket seats with black suede, modified steering column, and a custom engine harness made by Scott Brandon which is absolutely phenomenal.

Under the hood there is a fully built engine with chromoly sleeves putting out 600 horsepower. Powered by a Link G4 +Storm, which is one of my favorite things on the car, because this baby definitely brings this engine to life.

600BHProcket!

We are running a GT35 turbo with the 63 rear housing dual ball bearing Billet wheel, custom exhaust manifold, with a custom intake manifold. These are one of a kind. Custom exhaust, and downpipe with 60mm waste gate.

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CRW Garage axles, Magnafuel fuel pump, external good for up to 1200 horsepower. Flex fuel sensor running on E85 Hux Racing hybrid shifter box and suspension components. Tein suspension, big brake kit rear and front.

trulyunique

The body is completely unique, one-of-akind. I made moulds off the TRD widebody and then modified it. I made my own Celica gen 7 headlight conversion.

Nothing was left behind, it took me 3 years building it and a lot of hard work but at the end it was all worth it.

MR2‘IT’SALIFESTYLE’ When it comes to owning an MR2 it’s almost like a lifestyle that gives you a Driving Experience like nothing else.

Everything feels so Direct, so precise it’s pretty much like you driving a go-kart.

Whenit comesto owning anMR2,iT’S almostlike alifestyle... aDriving Experiencelike nothingelse, Everything feelssoDirect, soprecise,it’s prettymuch likeyou’RE drivingagokart.

My MR2 is like one of my kids, I will never let it go, sell it, or get rid of it never.

THANKSTO

Jason Oefelein VP of Link for North and South America who have sponsored this car, and has worked his magic tuning this MR2, and wow when he was done I was speechless.

The throttle response, the way the car comes off the line, I mean I could not be more happy. When it comes to a tuner, he is the man! thank you so much Jason.

Another person that helped me a lot to finish this car is Josh Boom from CRW Garage my main sponsor. Without Josh this would never have been possible. I also thank sponsors Eric and Renae at Hux Racing. I also want to shout out a huge thank you to Nick

Rosso for the beautiful photoshoot.

Thank you all. Above everybody my lovely wife, she made it all work! because believe me, the money that has to be put into this build has been insane but she always made it work.

We are excited and looking forward to the racing season to start, so we can put this baby on the racetrack and show all of the super cars that the little MR2 is nothing to mess with.

BURNINGRUBBER

No stranger to putting on a show, you can see ‘THE MISTRESS’ in action, drifting every 3rd week, at Lead Foot City, Brookesville. “This place is an awesome facility, and it’s so great to see so many young people having fun drifting in a safe controlled place away from the streets. We thank Lead Foot City for their sponsorship.

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MULTIAWARDWINNING

Since ‘THE MISTRESS’ was completed, we have attended a lot of car shows and we pretty much got best of show every time we go. Everybody absolutely adores the car, she gets a lot of attention.

Recently I joined Obsessions Car Club, they were conducting a show. I entered the show and we got best of show, and ended up joining the car club. Joe has got a strong passion for cars just like me.

I think that I express myself through my car. I like to be outstanding, I like to be unique, I like to be different and that’s what my car is. Some people talk a lot of crap about the headlight conversion, but don’t get me wrong I absolutely adore the way the MR2 looks with the flip lights, but people have to respect other people’s visions.

I wanted to be different and changed it to a more modern look, so this is why I did what I did. Everything on the car was built for a reason, form as well as function, for example my front bumper, I wanted my entire radiator to be exposed so when it comes to Cooling this has worked just the way I wanted. The engine compartment, everything was simplified so that I can reach anything on that engine without there being a bunch of stuff in the way like it was before.

FUTUREPLANS

My future plans for the car is to start doing some track. Time Attack here in Sebring Speedway and rally Motorsports, two good tracks that I want to start bringing the car to to compete.

Ihadavisioninmy headformyMR2, butactuallyIthinkit turnedoutbetterthan whatIwasexpecting, Iabsolutelyloveit!

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ENGINE&PERFORMANCE: 3SGTE 3rd gen engine with chromoly sleeves Forged internals Balanced crankshaft assembly Oversized valves Port and polish head Chromoly lightweight flywheel 5 angle valve job,

Titanium retainers, valve springs

272 cams Intake manifold one of a kind running 90 millimeter throttle Custom exhaust manifold GT3582 dual ball bearing Billet wheel Turbo Link storm engine management custom engine harness , High-volume oil pump,

DRIVETRAIN Dual clutch CRW High horsepower axles, Hux racing custom hybrid racing shifter Running on E85 25 lb of boost for Street tune producing 600 hp

Suspension: Hux Racing suspension components Tein adjustable struts

Brakes Big brake kit front and back Hydraulic ASD e brake aluminum fuel cell

INTERIOR Full roll cage install Modified dashboard Reupholstered black suede Sparco bucket seats Modified steering column,

Tunedby Jason Oefelein VP of Link for North and South America

BUILTby Built by Falcon Creations Motorsports

IthinkthatI expressmyself throughmycar.

Iliketobe outstanding,Iliketo beunique,Iliketobe differentandthat’s whatmycaris.

scanTOWATCHTHE MISTRESSINACTION> 23

JDMLEGENDOFTHE

PHOENIX

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THE AIM: TO BRING BACK A JDM LEGEND THAT IS FAITHFUL TO THE ORIGINAL PHOENIX POWER DEMO CARS & PART OF THE SW20 EXTENSIVE HISTORY. OWNER : RICHARD LEE PHOTOGRAPHY : RICHARD LEE COUNTRY : UK WWW.PHOENIXPOWERMR2.COM @PHOENIXPOWERMR2

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ell, where do we start with Richard Lee’s story? He has an extensive background in the JDM legend that is the MR2, and has owned three SW20’s and one ZZW30. With an eye for rare items and a JDM purist when it comes to tuning and body styling, he has built some of the rarest machines over his many years of ownership.

After a rather unfortunate accident following the purchase of a fresh import Revision 3 SW20 Turbo, Richard managed to find another in the UK that was unmodified, apart from some hideous MOMO Arrow alloy wheels that were swiftly discarded. This would be a solid base for his latest project.

With a belief that you shouldn’t have the ‘show without the go’, the first step was to tune-up the 3S-GTE. With advice and components supplied

by Tim @ TBDevelopments, a Garrett 2871R turbocharger was fitted along with a TIAL 38mm external wastegate, GReddy side mount intercooler, GReddy Supersound blow-off valve, and custom 4-inch intake system. These modifications were supported by an Apexi Power FC standalone ECU and mapped to just under 320BHP at 1 bar of boost. These are the limits of the stock fuelling system and general ‘safe zone’ for the stock internals.

ThePhoenix PowerTypeII bodykitcomes withthefamous ‘marmite’headlight conversionthat removesthepopupheadlightsfor weight-saving purposes.

During this time, Richard sourced and put together a full genuine GReddy Gracer body kit and was the only one ever to grace the British roads. We won’t put a photo of it as this story progresses into something much more unique, the Type II Phoenix’s Power SPL / Garage Fukui SPL SW20.

During the late 90s and early 2000s, a company called Garage Fukui SPL was becoming one of the leading tuning workshops in Japan. They are most known for 3S-GTE, SR20, RB26, and 2JZ engine tuning and had a comprehensive range of engine, chassis, suspension, and body kit components for the SW20. As the company grew, the name was changed to Phoenix’s Power SPL and is still operational today.

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PhoenixPower

The SW20 was a favourite platform for Phoenix Power and over the years they built several demo cars for exhibition at the Tokyo Auto Salon.

They even have an exclusive club called RH9 ‘Record Holder 9’ that is exclusive to cars capable of running 9’s in the quarter-mile.

The Phoenix Power Type II body kit comes with the famous ‘marmite’ headlight conversion that removes the pop-up headlights for weightsaving purposes. This kit was designed for drag strip builds and sometimes referred to as the Super Street Drag SW20.

Richard believes that only 3 or 4 demo cars were built using the full Type II body kit and the same again for customer cars in Japan. Most of these cars were broken for parts and one was the most known in the MR2 scene, the white Phoeneix Power MR2 owned by Simon Lockyer in the UK.

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ITSRARITYISAPARTOF MR2tuninghistory

After learning of the rarity of this car and the fact that a part of MR2 tuning history was slowly getting lost he decided to try and assemble a full Type II body kit. Keep in mind that this body kit was never replicated and was only available from Phoenix Power direct, at great expense, so the parts you see are genuine and extremely rare.

Rewinding slightly to the white demo car, this car was ultimately broken for parts, this was the starting point for the acquisition of the various pieces.

Richard managed to grab the front bumper and headlight conversion, engine lid, and adjustable spoiler.

The side skirts and rear bumper had already been sold to an enthusiast in the Netherlands. The electric mirrors were purchased from a seller in the USA. Only one rear bumper existed in the UK and after hounding the owner who had fallen victim to a hefty garage bill (perfect timing) Richard drove down to London to collect it.

Same again with the side skirts and steps, a generous cash offer was made and the owner parted with them so Richard could complete the full body kit.

Regrettably, shortly after its completion, the car was sold on. The new owner fitted new suspension, reconditioned gearbox, new clutch, and a now rare Departure II Pro Exhaust System. Unfortunately, the car was then left sitting for 6 years on a driveway, unused, unloved, and covered in green mold. A tragic sight indeed!

riseofthephoenix

In 2017 the car was resurrected and put back on the road and the new owner contacted Richard to enquire about its history. A discussion about first refusal and potential sale the following year came to fruition.

In March of 2018 Richard reacquired the car he’d built 8 years ago and never drove on the road.

Many new genuine Toyota parts were sourced such as window and

door trims, wiper cowl, and new side mirror brackets to bring the exterior of the car back to pristine condition. Richard had found that the Phoenix Power mirrors had been glued to the original mounting brackets, hence the purchase of new OEM brackets, and a lot of patience to remove them without damage. They were refitted and wired up using OEM fittings so the mirrors are fully operational. Another pair of mirrors were purchased just to replace the broken glass on the original pair.

Now that is dedication!

searchforrare phoenixpowerparts With the car back in the driveway, the search for additional Phoenix Power parts was underway once again. The instrument cluster was found after a ‘want to buy’ post was answered on the MR2 Owners Facebook page. Believe it or not,

they had been sat in the back of a cupboard in Trinidad & Tobago for many years! The cluster was fully stripped, cleaned, and reassembled with a brand new Denso cover. The cluster was originally designed and supplied by a company called K’s out of Japan, using a TRD 300kph speedometer and unique custom 10k RPM tachometer.

PhoenixPower ChassisSUPPORT SYSTEM

Richard sourced the extremely rare Phoenix Power Chassis Stiffening / Roll Cage from Japan and had it stripped and powder coated back to new condition. The system is very unique and a talking point at many car shows. Also sourced from Japan was the Phoenix Power Rear Mounted Oil Cooler that uses a Setrab core with Earl’s lines and fittings.

Thiskitwasdesignedfordragstripbuildsand sometimesreferredtoastheSuperStreetDragSW20.

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BBSLMsplitrimS

The original demo cars built by Phoenix’s Power used the BBS LM split rim alloys wheels, Richard sourced a set when they popped up on the Facebook marketplace. Measuring 18x7.5JJ ET35 front and 18x9JJ ET45 rear, he learned that these wheels had come off a Phoenix Power tuned car owned by JimGTS that featured in this very magazine several years ago! What were the chances!?

Richard aimed to bring back a JDM legend that is faithful to the original Phoenix’s Power demo cars and part of the SW20’s extensive history. I think we can all agree that he has achieved this flawlessly.

A new engine build is currently in progress by Tim @ TB Developments. This 2.2 stroker build will be using a top-mounted Garrett GTX3071R, 0.63AR exhaust housing, 44mm Tial Wastegate, TB Dev manifold, TB Dev 3.5” downpipe, 86.5mm CP Forged Pistons, Eagle Conrods, King Race Bearings, ARP studs and washers throughout, GSC +1mm Oversize Valves, GSC Titanium Valve Retainers, GSC Beehive Springs, GSC 268° Highlift Camshafts, DLC Coated Buckets and HKS Camshaft Gears. Fueling will use one of the new TB Dev Top Feed fuel rails with 1000cc injectors and Aeromotive A1000 Fuel Pressure Regulator. A boot-mounted charge cooler will also be designed and installed by TB Developments.

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So there you have it! Lots more to talk about but the full build diary can be viewed at Richard’s dedicated website www.phoenixpowermr2.com @phoenixpowermr2.

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ExteriorModifications: Full Phoenix Power Type II Body Kit Phoenix Front Bumper

Wheels: Genuine BBS LM Alloy Wheels. Fully refurbished with brand new Goodyear Eagle F1 Tyres.

Phoenix Front Light Conversion

Rear 18x9JJ ET42 - 245/35/18

Phoenix Side Skirts

Front 18x7.5JJ ET35 – 215/35/18

Phoenix Rear Bumper Phoenix Engine Lid

RAYS L42 Duralumin Straight Lock and Nut Set – M12x1.5 (Black)

Phoenix Rear Spoiler Phoenix Wing Mirrors Border Racing Fiberglass Vented Bonnet (Genuine) RAYBRIG Clear Headlights

EngineUpgrades: Garrett GT2871R TB Developments Turbocharger Kit TIAL 38mm external Wastegate with screamer pipe TB Developments de-cat stainless downpipe BLITZ Dual Drive Dump Valve GReddy Side Mount Intercooler Phoenix Power Departure 2 Pro Exhaust System Apexi Power FC Standalone ECU BLITZ Dual SBC Spec R Boost Controller Phoenix Oil Cooler and Earls Fittings

Gearbox: RPS Street Max clutch kit

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Suspension: Meister R Zeta Adjustable Coilovers TRD Front Strut Bar

Interior: Factory Optional Confetti Recaro Speed seats KEY!S Racing 325mm Flat Leather Steering Wheel Works Bell Rapfix II Quick Release Boss Works Bell Short Boss Kit for Rapfix Phoenix Power Chassis Support System Phoenix Power Instrument Cluster (300kph + 10k RPM) Apexi Power FC Commander – New OLED Type BLITZ DC II White R-Meters (Turbo, Pressure and Temp) Border Racing 60mm Gauge Dash Pod (Genuine) Pioneer single din headunit

GT4-Play is based in the heart of Sussex, England, We specialise in new and overhauled parts for all things Toyota, Mitsubishi, Mazda and Nissan!

ONE OF OUR MOST POPULAR OVERHAULED PARTS ARE DISTRIBUTORS FOUND ON THE SW20 MR2 TURBO & NA VEHICLES

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AW11forthe longhaul AFTER 16 YEARS OF AW11 OWNERSHIP NOTHING ELSE QUITE TICKS THE BOXES FOR LUKE HABERMEHL LIKE HIS BOOSTED AW11

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OWNER : LUKE HABERMEHL COUNTRY : EASTON, PENNSYLVANIA

I

’ve owned and worked on AW11 MR2s for about 16 years now and owned this one in particular since November of 2008. It has a long history with me, and I’ve cared for this car for a long time.

I picked the car up in November of 2008 in what was clearly an early 2000s modified state. You can see from the pictures what I mean but it had interior LEDs all over the place, chrome rims, yellow paint stripe with matching yellow steering wheel and gauges everywhere. Otherwise the car was basically a stock 1988 MR2 supercharged with basically no options. There are no power mirrors, locks, or windows. It had A/C and

cruise control and cloth seats.

This was my daily driver for a year until I decided to swap a AE101 4AGZE i had into it. This engine was originally purchased to swap into a 1989 N/A MR2 (more on this car later) but i decided it was much easier to do to the already S/C car then to modify the N/A car.

After this swap was done I sold my 89’ N/A car after stealing the

Thecarfelt likeawhole newanimal.

WhenIfirst gotitbackitwas onstockboost,so stillverylinear inpowerdelivery, butboywasthere alotmoreofit.

steering wheel, seats and door cards out of it since they were in much better shape. This was how I daily’d it until I got some bottom end knocking/grinding noises. I was in college at the time so the car got parked and I bought a cheap daily. This was in 2010 and marked the end of me daily driving AW11s.

Over the next couple of years I slowly bought parts to rebuild it. Once I got out of college and got a real job getting it fixed was fast forwarded. The engine was rebuilt and back in the car and I got to drive it as a weekend car. But it was not long lasting. Over the next year it started to not idle and the S/C clutch would stop engaging and start engaging again and many other weird issues. So it got parked again.

GEN43SGTESWAP

At this point I was done messing with it myself, so in 2015 I reached out to have a shop swap in a gen4 3SGTE. The 3SGTE was swapped in by Primer Performance in New Jersey. It hasn’t been tuned. I am on the stock ECU. I have just had it on a dyno to see what kind of power it is making which was approximately 290whp.

I picked it up after the swap from the shop the Friday before Bear Mountain 2015 and took it up for that amazing meet and drive.

The car felt like a whole new animal.

When I first got it back it was on stock boost, so still very linear in power delivery, but boy was there a lot more of it. I don’t think it’s fair comparing the turbo to a the supercharger in this setup as the supercharged car felt like a quick naturally aspirated engine in the end. You still had to rev it to get power out of it where with the 3sgte you have so much more mid range torque. It was quite an experience getting used to the car on this spirited drive in the public with all the other MR2 owners so I kept with the slower group this first year.

The car hasn’t missed a beat since.

Since this point the car has been slowly changed and updated with the last major change being in 2017 when it was repainted, and had a bunch of rust repaired. And at this time i got the 89’ 35

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Thejoyofanicespringorfallday,thet-tops areoffandIamjustcruisingdownaback roadlisteningtothemotorandturboand I’mmyownworld.

The BEFORE PICS... wing off of the car that I sold years before to a friend as he crashed it, and I bought the crashed car off of him and was able to use most of the parts off the car to resurrect another MR2 and get some rares one for myself.

Now it lives as my fun weekend street car with always something that needs to be worked on to keep me entertained.

There aren’t any plans for the car at this point. I’m really happy with it. There is always going to be replacing worn out parts and old plastics as I can, and cleaning up parts of the car but overall the car Is complete.

I’ve had many friends ask why I keep buying the same car and why I’ve kept this one specifically for so long.

It’s no one thing about the car itself, but it’s quite simply how the car makes me feel. The joy of a nice spring or fall day, the t-tops are off and I am just cruising down a back road listening to the motor and turbo and I’m my own world.

NOTHINGCOMPARESTOTHEMR2

Owning and driving an MR2 is something special. There isn’t much out there you can get that connects you to the road the way that this car does and makes you feel a part of everything that’s happening. There’s nothing there to save you from a mistake, it’s all you and the car.

And maybe there’s some other cars that I could get that out of.

The community is a huge bonus too. I’ve made many friends from MR2 meets. Mostly everyone wants to help and it’s always a good time when we all get together.

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Engine:

Brakes:

Gen 4 3sgte w/ LSD E153

Stoptech rotors

TCS downpipe

Porterfield R4S HP pads

Custom center exit exhaust

High and Tight brake master cylinder brace

Turbosmart eboost controller

(Big Brake kit in the mail)

RacerX W2A intercooler Approximately 290whp

Suspension: BC coilovers ST rear sway bar Full polyurethane bushing kit Quafie Quick ratio steering rack TwosRUs rear tie rods

Wheels: Volk TE37V Front 15” x 7.5” +25 wrapped in 20/50/R15 Toyo R1R Rear 15” x 8” +25 wrapped in 225/45/R15 Toyo R1R

Body: Paul Woods buddy club replica lip 89’ spoiler with integrated LED 3rd brake light or Hu5stler Plumley modded carbon fiber spoiler Hu5stler carbon fiber engine cover T3 Bombar bar T3 side skirt extensions

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Interior: Corbeau GTS-II seats Momo Prototipo steering wheel T3 cup holder

RAT2 MOTORSPORTS are car enthusiasts who strive to provide useful, honest service and products to the automotive community.

With years of comprehensive experience in automotive design, engineering, repair and fabrication and our extensive resources we’re here to help you with your build.

PARTS | SERVICE | REPAIR | CUSTOMIZE TO DISCUSS YOUR BUILD CALL 425-336-0626 OR EMAIL info@rat2motorsports.com Whether you are restoring an original car or building a time attack machine, the 2GR is one of the best solutions for the MR2. RAT2 has built a full-service swap package to make your next 2GR swap as easy as possible!

COMPLETETURN-KEY SOLUTION...

Nearly everything on our swaps are designed, built, and installed in-house which provided this customer a “turn-key” solution for his powerplant.

Design...Showing off the vivid ‘90s highlighter yellow valve covers were the inspiration for a full wire tuck and engine bay clean up. We wanted this car to not only drive well but have an engine bay that matched the rest of the car’s stellar looks.. build...The rest of the build fell into place and the end result is a daily driver that is equally at home on the track or at the show.

RAT2 2GRFE SWAP PACKAGE

1991 SW21 5SFE Chassis

IN-HOUSE SWAP INCLUDES...

Chassis Prep

ACT Heavy Duty Clutch Kit

Engine Brokering

Lightweight Flywheel

Complete Engine Tear Down and Reseal

Fuel Pressure Regulator Kit

Block Prep

Rat2 Motor Mount

Custom built/tucked body and engine wiring harness

Ignition Tune Up

Rat2 Complete Drive by Wire Setup

2.5” stainless exhaust

Powder Coated Valve Covers

Rat2 Tach Adapter

Rat2 Modified Water Neck

Non-Immobilized ECU

Fully Custom Wiring Harness (Wire Tucks

Rebuilt Slave Cylinder

3.5l 2GRFE RAT2 Crate Motor E153 Transmission “Highlighter Yellow” Valve Covers

ACT Clutch/Fidanza flywheel 285 whp / 270 ft/lbs

The customer has continued to build the car after the swap which is turning out to be one of the most unique SW20s around.

Available)

Fuel Filter

Rat2 3” cold intake with cone filter

Stainless Hardware

Rat2 Exhaust Manifolds (Up-gradable to tubular

Powder Coated/Coated Accessories

headers)

Fuel Pump and Install

Hookup to Existing Exhaust

Coolant flush/refill

Custom Fuel Lines

Full synthetic oil and OEM filter

I was really looking into restoring a factory turbo motor but after seeing some reviews I was pretty sure the V6 was the way to go. I researched different V6 motors and was pleasantly surprised of how much power this setup puts out.

When my build was done I was equally surprised at the actual power and drivability. knowing what I know now, I would 100% do it over again!!

OWNER: CORY MOORE

SHOP.RAT2MOTORSPORTS.COM

RAGS2 RICHES T

he MR2 was my absolute dream car. It had everything I wanted. 2 doors, 2 seats, MR layout, exotic styling, T Tops, turbocharger, red paint, black leather, and pop up headlights. It was literally perfect.

I got the car a few years ago when I was 17 in Kitchener, Ontario, Canada.

It was neglected and had flat tires, missing lights, intermittent electronic issues, faded clear coat and ugly wheels. Despite all that, it was an Original Canadian turbo car, with full black leather, T Tops, and zero rust.

I brought it home and immediately began restoring it to OEM spec. My goal was to have it ready for the biggest Canadian shows ImportExpo and ImportFest within the next 8 months. Long story short, I made it happen.

Years before I even bought my car, I saw a picture of an MR2 that absolutely blew me away. It was red with black rims, dark tint, and some tasteful exterior body modifications.

Years later, my car looks exactly how I envisioned it in the original photo, with just a few things changed and a few extras added to match my personal tastes.

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THE MR2 WAS BROCK'S DREAM CAR, 2 DOORS, 2 SEATS, MIDSHIP LAYOUT WRITTEN BY OWNER - BROCK MOULES COUNTRY: ONTARIO, CANADA

Since then, the car has transformed into the beautiful MR2 vision I had dreamed of. It’s running a Gen 4 3SGTE with 300 horsepower, BC Racing coilovers, Berk exhaust, sticky Federal tires, and a full, tasteful body kit.

I had a vision in my mind for the car, I’m now 19 years old and it’s finally exactly how I want it. There’s similar builds out there, but none exactly like mine and that makes it unique.

The most challenging part of this MR2 buIld was definitely the engine. I made sure the car had no rust because I knew that would be extremely difficult to deal with. The old Gen 2 3SGTE engine had its fair share of issues. The turbo seals were on their way out, you could hear the pistons slapping and the valvetrain ticking. There was hacked up wiring from the previous owner, and the E153 transmission was only bolted to the engine with a few bolts! Scary

ITWASMYABSOLUTEDREAMCAR.ITHAD EVERYTHINGIWANTED.2DOORS,2SEATS,MR LAYOUT,EXOTICSTYLING,T-TOPS,TURBOCHARGER, REDPAINT,BLACKLEATHER,ANDPOPUPHEADLIGHTS.IT WASLITERALLYPERFECT. stuff! On top of that, there were oil leaks, noises, and multiple other intermittent issues.

I didn’t cut any corners here.

No expense was spared. It was completely overhauled, and only the best parts were used. It turned out great but definitely left quite a dent in my wallet.

When the Gen 4 swap happened, everything was redone. Gone were the issues from the previous owner of the car. The engine was fully overhauled and ready to make some power! It’s had no issues since, and has been extremely reliable!

bestthingaboutthe MR2?

Definitely the sound. The Gen 4 sounds absolutely amazing with the TCS 4” intake and 2.5” intercooler piping. With a quiet Berk exhaust and no blow off valve, I get the classic “stututu” sounds every time I release the throttle. It’s not for everyone, but I absolutely love it and I giggle like a little girl every time I hear it!

worstthing?:

The “daily-ability”. I don’t daily the car but it would be an absolute nightmare to daily drive. The suspension is low and rock hard, AC

and power steering were removed to keep the power in the engine, and MR2s aren’t exactly practical to begin with. The car serves as mainly a show car and weekend warrior.

That’s the way I built it, and it serves its purpose well!

FUTUREPLANS

Now that the engine, body, and suspension are done, there really isn’t much more I’m looking to change. I’d like to get some fresh new wheels/tires on, adjust my BC Coilovers to lower the car a bit more, and possibly reupholster my leather seats with fresh new red stitching.

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It’spurejoy.I’malwayshappywhenI’mwithmy MR2.Whetherit’swashingit,workingonit,driving it,orshowingit,itneverfailstomakemehappy.

Itthrowsmebackinmyseatlikearollercoaster,and turnsheadseverywhereIgo.It’sperfectforme.

Besides that, it’s just a matter of preserving what I have. It’s taken a lot to make the car how it is, and now I can just enjoy it, show it off, and preserve it for years to come.

FIrSTSHOW

I was nervous. It was a show called ImportFest which is essentially Canada’s version of SEMA. It’s the biggest show in the country and only the best modified cars in Canada get in. I was happy just to be accepted. I probably spent a couple weeks detailing the car and preparing it but boy did it look good. I was so proud of what I had accomplished and it was a great feeling to see it on the show floor.

Unfortunately I didn’t win any awards at that show, but that was fine considering that it was my first one and I was up against some extremely steep competition. Lots of people loved it. I’ve seen it in multiple pictures online and video edits!

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ownership

I started building it when I was just 17 and it was my first car. Being a car enthusiast my whole life, I wanted to make sure my first car was something really special. I’m a full time Automotive student at the

local college, and spend most of my days fixing, modifying, detailing, or restoring cars. I often work on vehicles for family and friends. That being said, the MR2 is and always will be my baby. When it needs work, my world stops until it’s fixed. I love that car to death.

Suspension: BC Racing BR Series Coilovers ST sway bars TCS Motorsports V2 rear strut tower brace Prothane Polyurethane bushings ATS Racing Chrome Moly CV joints BC Racing End Links Stainless steel tie rods

Brakes: ‘94+ big brake kit (discs, calipers, master cylinder) Hawk RS4 pads Stainless steel braided lines

Wheels: Volk Rays TE-37 reps Front: 17x7.5 +40 Rear: 18x8.5 + 40 Federal 595 RS-RR tires Front: 215/40r17 Rear: 245/35r18 White tire letters Akata spacers ~ 2% camber

Exterior: Full 20% mirror tints (including T-tops) JDM style Clear lens turn signals Side marker delete ‘94 tail lights with JDM rear side markers

Engine&PERFORMANCE:

Aeroware front lip GReddy side skirts

Gen 4 3SGTE

GReddy rear bumper spats

JDM CT15 Turbo/manifold

Aeroware rear spoiler

TCS Motorsport 4” cold air intake

Rear exhaust cover/gate delete

TCS Motorsport 2.5” charge pipes

Full custom chrome emblems

4” Thick GReddy Aluminum Intercooler

“Twin cam 16 turbo” JDM side decals

TCS Motorsport 3” downpipe

Instagram username window decals

3” turboback Berk exhaust

ImportFest windshield decal

9’ SPAL intercooler fan Aluminum Intercooler shroud Aluminum Intercooler block off plate RA Racing mirror engine lid shroud with dual 12” SPAL fans Gen 4 3SGTE Caldina ECU Defi boost gauge Custom wiring harness built by Prime Driven Exedy 16803A Ultra-Fiber Organic Disc Clutch Kit TCS Motorsport Silicon couplers and CT clamps BK7RE (one step colder) spark plugs Powder coated wrinkle red valve cover High heat silver painted heat shields HUX Racing aluminum engine prop

Interior: Black and red “MR2” Floor mats Defi boost gauge NRG quick release hub TRD perforated leather steering wheel C’s short throw shifter Superklasse 1lb weighted shift knob Superklasse shifter boot and boot surround Superklasse e brake boot Superklasse shifter seat cup Superklasse solid shifter bushings Spherical bearing shifter cable bushings Solid shift linkage bushing Chrome gauge rings Boston Accoustic speakers Kenwood KDC-BTC375U stereo

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TheGen4sounds absolutelyamazing withtheTCS4”intake and2.5”intercoolerpiping.WithaquietBerkexhaust andnoblowoffvalve,Igettheclassic“stututu” soundseverytimeIreleasethethrottle.It’snotfor everyone,butIabsolutelyloveitandIgigglelikea littlegirleverytimeIhearit!

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

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STANCE &SHOW

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... & WITH ADDED HORSEPOWER THIS MR2 CAN NOT BE MISTAKEN TO BE SLOW. WRITTEN BY OWNER CHRISTOPHER CHAND COUNTRY: VANCOUVER, BRITISH COLUMBIA, CANADA @_MR2TURBO

M

y good friend owned an MR2 and would drive it in to work and it looked amazing! I was in awe of the distinctively unique psshhhh sounds coming from the blow off valve, that Greddy exhaust was like nothing I have ever heard before. When I saw that the engine was in rear…

I was looking to see where I could sign on the dotted line, and bring one of these home! In 2005, I made my first car purchase for a 1991 Toyota MR2 Turbo. 12 years later, in 2017 and after nearly $40k in upgrades, I was involved in a violent snap over-steer accident with the assistance of a racoon.

The car was flipped several times, down an embankment and finished upside-down into a river. The car was a total loss and was sent to the crusher. Fortunately, I was able to salvage some of the parts to keep its memory alive.

KEEPINGTHEMEMORYALIVEANEWBEGINNING...

I wanted to take this fresh new beginning and build my new MR2 in a way that paid homage to its old school beauty, with a new school flare...

STANCED! Its not a look that most people have attempted on an MR2, and I am grateful to say, that I am the only stanced MR2 in Vancouver, British Columbia, Canada. I took a step away and “out of the box” from what was traditionally done to the MR2, which was track orientated builds, and created a new beast that took on a life of its own.

This right here… is where my journey began.

The car was in excellent condition, purchased from the original owner at $14,000CAD. The vehicle was absolutely stock, without modifications to the interior and exterior trims and had 99,000km/61,000mi.

My build took nearly 2 years to complete, but it was a vision that I set out targets for and then it was accomplished exactly the way I imagined it.

THESTANCEBUILD With my mind set on a stance build, I had to start off with my wheel setup.

I wanted to find an era specific set of wheels which I could then add the modern touches to. Once the wheels were determined, everything else was built around it. The suspension components to achieve the stance fitment, all the body aesthetics like the front lip, side skirts, rear spats, and rear spoiler.

PERFORMANCE Once all the exterior modifications were completed, the project shifted its focus on performance. The engine was then overhauled and completely rebuilt with forged components and fuel upgrades making about 400whp.

Lastly, the interior received a full refreshed look, where performance gauges, car audio, car security, steering wheel setup, seats and a custom shifter console were added.

Iwantedtotakethisfreshnew beginningandbuildmynewMR2inaway thatpaidhomagetoitsoldschoolbeauty, withanewschoolflare...STANCED! 47

BADBOYSTANCE That Bad Boy Stance. 18” wheels measuring 11.5” in width all tucked within the original body of the SW20. There are no widebody kits or fender flares added to this car. The core of the body remains all original, no cutting and no pasting. Everything on this car was built for stance and show and with the added horsepower this car should not to be mistaken to be slow.

mostexpensivemodification?: Definitely the Engine/Drivetrain Build. The amount of time and energy that goes into the engine and drivetrain build down to the fine detailed work that goes into the hand crafting and customization, makes this expense well worth it! Staying true to the original 3SGTE engine, I decided to keep the original GEN2 motor for this build.

The transmission was also upgraded with all new gears with an addition of a Quaife LSD accompanied with beefy CRW axles.

worstthingaboutthecar?

It’s a disaster for the track. The stance setup is not to be ever brought to the track. After my first MR2, I wanted an MR2 build that I could enjoy taking to car shows, meets and cruising around town. Every MR2 owner has their own way of creating and enjoying their build, and this how I wanted to enjoy mine.

48

MR2ownership MR2 ownership is like having the privilege of owning a Picasso; rare and focused on structure, rather than distracting details. Just imagine being at Toyota and envisioning the first drafts for the MR2, then beginning to create a distinctively ageless beauty with the SW20 platform 30 years ago. Where ever I park the MR2, you can guarantee that I look back in admiration of this timeless piece of artwork. Getting into the driver seat and popping that steering wheel into place, is where the driving experience begins.

Your heart begins to pound faster and the adrenaline starts to trickle into every inch of your body. Now, this could also be the same feeling like “oh snap, something is about break!”, but once you press that gas pedal to the metal, smashing through the gears, everything just fades into the background, and its just you and the car.

futureplans The next set of modifications is to add carbon fiber accents to the front lip, rear roof scoop, side skirts, side vents, rear spats, interior trims and custom canards.

CLUBSCENE I am a 15 year member of the “BCMR2 Owners Group” club located in Vancouver, British Columbia Canada.

We are a group of MR2 like-minded enthusiasts with a common goal of simply sharing and enjoying our cars together.

ProudestMoments:

2018 Driven Vancouver Car Show – Best In Show Toyota 2018 & 2019 Stancewars Seattle – Top 100 Select Builds 2019 Wekfest Seattle – Best 90’s Car of the Festival 2019 All Japanese Classic – Best of Show

Everythingonthiscar wasbuiltforstanceand show...BUTwiththeadded horsepowerthiscarshouldnot tobemistakentobeslow.

49

THANKSTO

Dru for introducing me to the Toyota MR2.

LC Magno (@mr_2_low) for dialing in that perfect Stance.

Tony of Fusion Auto Workz for all the bodywork and paint.

Kris of KO Racing for all the custom hand crafted engine work.

Russ Turnbull for perfecting the Drivetrain.

50

51

1991ToyotaMR2TurboSW20

ENGINE&PERFORMANCE: GEN2 3SGTE Engine Urethane Engine Mount Inserts ATS Racing TD06 Turbo CP Pistons

EXHAUST: Berk Exhaust w/ B-Pipe Vibrant Metal Exhaust Gaskets ATS Racing Custom Wastegate Dump Pipe

CHASSIS&SUSPENSION:

Eagle Rods

Prothane Urethane Bushings

HKS 262 Cams

TCS Motorsports Stainless Rear Strut Brace

Fidanza Cam Gears

Tanabe Front Strut Bar

RacerX Intake Manifold

BC-Racing Coilovers Extreme Low Edition

GReddy Intercooler

(10k Front/20k Rear Spring Rates)

KO Racing Intercooler fan shroud with Spal Fan

Upper Camber Plates

KO Racing Custom Intercooler Piping

OBX Camber Adjustment Bolts

KO Racing Custom Intake with 4” K&N Filter KO Racing Custom Engine Lid – 2 x 11-inch Spal Fans NGK Spark Plugs NGK Spark Plug Wires ARP Head Studs Walbro 255 LPH Fuel Pump 1000cc ID Fuel Injectors GReddy RS-V BOV Tial Wastegate w/Dump Pipe to atmosphere AEM Air Intake Manifold Temp Sensor AEM Methanol Injection Kit MAF to MAP Sensor Conversion TRD Authentic Oil Filler Cap GReddy Magnetic Oil Filler Plug Stainless Steel Valve Cover Bolt Conversion Valve Cover Breather Filters TCS Motorsports Manifold Heat Shield

DRIVETRAIN: E153 5 Speed Transmission Rebuilt Upgraded Dual Synchro Gears Quaife LSD CRW Chico Race Works 800whp Axles B&M Short Shifter Spec Stage 2 Clutch Kit Fidanza Light Weight Flywheel Stainless Steel Clutch Lines Spherical Shifter Bushings Prime Driven Magnetic Filler Plug Redline MT-90 Fluid

PERFORMANCEELECTRONICS: Apexi Power FC Standalone Engine Management Apexi Power FC Commander Control Unit GReddy Profec B-Spec Boost Controller Innovate A-Pillar Wideband Gauge Autometer A-Pillar Boost Gauge Omori Cluster mounted Electronic Boost Gauge

WHEELS&TIRES: Work Equip 05 Wheels Original Work Equip Center Caps Muteki Wheel lugnuts 17” Work Face Custom Step lipped to 18” Wheels Fronts: 18x10 Offset -3 (-7.0 Camber) Rears: 18x11.5 Offset +3 (-4.0 Camber) Hankook Ventus V12 Tires Front Tires: 215/35/18 Rear Tires: 245/35/18

BRAKES: OEM Turbo Calipers StopTech Sport Slotted Rotors EBC Red Stuff Brake Pads Goodridge Stainless Steel Brake Lines ATE Blue Brake Fluid

52

EXTERIOR: Kaminari Front Lip

LED Conversion Rear Tail Lights LED Interior Dome Lights LED Gauge Cluster Conversion

INTERIOR: Momo Corsa 300mm Steering Wheel Momo Steering Wheel Hub NRG Carbon Fiber Quick Release Hub DC2 Recaro Red Seats Sparco Seat Brackets Sparco Seat Rails Custom Halo Shifter Kit w/Alcantara boot OEM MR2 Floor Mats / Trunk Mat Super Klasse Weighted Shift Knob Uniden R3 Radar Dectector Thinkware F800 Pro Dash Camera – 2 Channel Broadway Extended Rear View Mirror

GReddy Side Skirts Bomex Rear Valance (2” Extended) Autopista Rear Spoiler Campos Rear Roof Spolier JDM OEM Clear Front Signal Lenses JDM OEM Side Marker Delete 94+ Kouki Rear Taillights w/Euro Spec Amber Corners

LIGHTING: HID Custom Projector Headlights LED Fog Lights

ICE(INCARENTERTAINMENT): Tang Band 5.25” OEM Spec Subwoofer JL Audio Component Speakers JL Audio Subwoofers x 2 10” JL Audio Custom Subwoofer Box Alpine PDX 1.10 AMP (1000 Watts RMS) Pioneer In-Dash Touch Screen Stereo Stinger 2 Farad AMP Capacitor Custom AMP Rack Mounted in Frunk

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!

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APEXATTAC “"GOING FAST IS IMPORTANT, BUT SO IS LOOKING GOOD”" MIKE REED'S 'APEX ATTACK 2GR IS A NOD TO JGTC GRAN TURISMO SUPRA

M

R2 ownership was all by chance. Before my first SW20, I came close to buying a Subaru 2.5RS. Luckily, that deal fell through, and a VERY rough SW20 found its way into my possession. I really like the authentic sportscar design characteristics; the mid engined layout, weight distribution, and classic styling.

ANAWESOMEJOURNEY

It’s been an awesome journey with both of my MR2s. The first one unfortunately met its end on a wet track day, but I was already hooked on the potential of the chassis. The second one has evolved much further than I ever imagined. I’ve met some amazing people in this small niche community, and generally everyone is more than willing to lend a hand, part, or information.

I bought this SW20 in 2016. The car had a 3SGTE when I bought it.

Second gen, but with a very bad oil blow by problem. I first swapped in a gen3 3SGTE, and after a slew of track reliability issues, I swapped to the current 2GR. It has evolved into its’ third “finished” form currently, which is also the most aggressive. I think it’s mostly complete?

It was really nice! Overall the car was in great shape (minus the motor issue). The exterior cleaned up really well with a minor polish, and the interior was great. It was tastefully modified, with quality parts. Seeing prices of clean examples now, it’s almost a shame I’ve modified it so much!

WRITTEN BY OWNER - MIKE REED COUNTRY: SEATTLE, WA, USA PHOTOGRAPHY BY: COHEN BAHNEMAN WEBSITE/BLOG: APEX-ATTACK.COM APEX.ATTACK

I bought it as a slightly modified car, and have evolved it into almost a total and complete racecar (minus a full cage and fire system). I started with a basic gen3 3SGTE engine swap, then converted to the first widebody, suspension, big brake kit, and then another engine swap (to the 2GR V6).

Real aero mods (splitter, wing, hood vent), and now where it is with a real race suspension, race brake system, and significant weight reduction.

I

Thedrivingexperienceofmycariscloseto arealracecar. Thethrottleresponsefeels telepathic,thesteeringissensitiveandturn-in isprecisewithlotsoffeedback.Withthe2GRthe noiseiswhatblowspeopleaway.

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CK

styling-anodto jgtcracecars

I take a lot of inspiration from Japanese time attack cars. They are so aggressive looking, almost menacing. I also love the JGTC race cars from Japan in the 90s. Hence the iconic Castrol livery I put on it as a nod to everyones favorite Gran Turismo Supra.

“goingfastin important,butsois lookinggood”

The complete journey with full details of the build has been extensively documented on my blog/website, www.apex-attack. com. Please check it out readers!

The driving experience of my car is close to a real race car. The throttle response feels telepathic, the steering is sensitive and turn-in is precise with lots of feedback. With the 2GR the noise is what blows people away. Above 3000 rpm the VVTI really starts to engage and the accompanying noise is a symphony. The car howls as you get above 6000

rpm and you can barely believe the scream as you hit the 8000 rpm rev limiter and engage the clutch for an upshift. The ride is very firm on public roads, but once you find a smooth road with lots of turns, the grip of the chassis starts to shine.

On a stretch of curvy road you can lose yourself in the drive, and just enjoy the drive. The car is loud, hot, and overall a ton of fun.

MR2ONTRACK

It’s been a constant evolution. The first few years tracking the car with the gen3 3SGTE was a constant battle of reliability. Small parts

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were costing me expensive track days. I could never focus on my driving when I was always keeping a watchful eye and ear on what the engine was doing. I had some terrible luck, retiring early from many track days.

Since going 2GR, things have gone so much smoother. I have a much better power band and an engine better suited for track abuse, which has lead to lots more seat time and multiple personal records.

As I’ve gotten faster, I’ve had to upgrade needs as I encounter them. My driving improved, so I put on some amazing Yokohama A052 tires. I dropped 5 seconds on my personal best with those, which lead to the need for real race brake pads. Once my brakes were sorted, I realized my suspension just wasn’t up to snuff, which was my last big improvement. A pattern has emerged; find a part of the car needing improvement, make it better, and repeat.

futureplans?

I hope to drop another 150 pounds off the car this winter (currently at 2500 pounds), and evolve the aero to be more effective. I would like to continue chassis modification and keep the power level constant to stay reliable.

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I’m really proud to say I’ve done everything to the car myself. From building and swapping the engine, suspension, brakes, body work, paint and even the rollbar fabrication was done myself. I’ve learned a lot!, and try to pass it on (and share many mistakes) with my blog updates and Instagram posts (IG: @apex.attack).

Give the build a follow on apex-attack.com (or IG:@apex.attack), all the crazy details of the build and my track day antics are documented on there!

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HUGETHANKSTO My main sponsors for this build, I couldn’t do it without Wilhelm Raceworks, Mishimoto, and Clutchmasters!

scanTOWATCHAPEX ATTACKINACTION>

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1993MR2Turbo

Suspension: Wilhelm Raceworks Koni Coilovers

ENGINE 2GRFE out of 2013 rx350, approx 32,000 miles MonkeyWrench Racing stage 1 cams and upgraded valve springs Frankenstein Motorworks cold air intake Frankenstein Motorworks ecu reflash Frankenstein Motorworks 2gr headers Wilhelm Raceworks y-pipe Berk exhaust (street), Apex Attack fabricated race muffler (track only) Wilhelm Raceworks 2gr fuel system, Walbro 225 pump Wilhelm Raceworks oil pan baffle

PERFORMANCE 309whp, 8000rpm redline 2500# dry weight 1:50.8 lap at Ridge Motorsports Park (on pace with Porsche 911 GT3) 1:34.4 lap at Pacific Raceways

TRANSMISSION OEM e153 with OEM LSD CRW axle cages Wilhelm Raceworks Trans cooler Clutchmasters fx500 unsprung clutch Fidanza lightweight flywheel C’s short shifter, RacerX shift knob

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BODY Apex Attack built rear flares

(550front/700rear springrates), with Wilhelm Extreme

Border Sideskirts

top hats

MadPSI front fenders

Wilhelm Raceworks suspension geometry kit

Aeroware front lip

Wilhelm Raceworks adjustable front strut rods

Camposites f40 engine lid

Apex Attack fabricated front and rear strut tower braces TRD front swaybar, rear swaybar deleted Polyurethane bushings all around

Chassis: Master Cylinder Brace

Origin Lab 69� GT carbon wing, custom built aluminum uprights Apex Attack fabricated front splitter APR carbon fiber GT Mirrors Carbon fiber T Tops Carbon tail light center panel Carbon Fiber hood with Lotus Elise vent ducted to relocated Mishimoto radiator

Mishimoto radiator ducted through hood

BRAKES

INTERIOR Partially stripped (carpet, sound deadening, stereo)

Wilhelm Raceworks x Wilwood big brake kit

Sparco EVO fixed seat

Raybestos st43 pads

Sparco Wheel alcantara

Wilhelm Raceworks brake proportioning kit

Schroth 6 point harness Apex Attack 4 point rollbar, gusseted to roof

WHEELS&TYRES Track: Konig Dekagrams 17x9 front and 18x10.5 rear Yokohama A052, 245/40/17 front, 265/35/18 rear

Dashboard flocked Rear view camera

ICE Stereo deleted for weight savings

Street: BBS LM 17x9.5 front, 17x11 rear Toyo R1R, 235/40/17 front, 275/40/17 rear

Glorious noise of a 3.5 liter v6 screaming at high rpms

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Inletmanifold&throttlebodies Inlet manifold and throttle bodies supplied and assembled for a customers Toyota 2ZZGE build. Complete with new matched Bosch injectors in house on our ASNU machine.

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Hurley Race Engineering supply throttle bodies as kits or assembled units to suit a wide range of engines including Toyota 2ZZGE ,3SGE, 4AGE , Vauxhall C20XE , Rover K series amongst a whole hosts of others.

Wide range of parts on the shelf to make up various kits This bolts directly onto existing 3SGE BEAMS adapter. Can be sold without injectors (utilising stock rail and injectors) or with throttle mounted injectors and fuel rail

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MR2|NEWS...

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8.60s@ 163mpH MR2WORLDRECORD 61

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thetoyotathat neverwas HOBBLED WITH INHERENT UNRELIABILITY ISSUES AND THE END OF GROUP B RALLY CARS, THE 222D WILL ALWAYS BE A ‘'WHAT IF' ’ CAR. COULD IT HAVE BEEN A LEGENDARY CAR RATHER THAN JUST A MYTHOLOGICAL ONE?

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222D STORY & PHOTOGRAPHY: ROBB PRITCHARD

rom the summer of 1975, when Hannu Mikkola took his underpowered Corolla Levin to victory in the Finnish forests, until Luis Moya put his helmet through the rear window of his Corolla WRC 300 metres away from the 1999 world championship, Toyota had a huge presence in the WRC. The Twincam Turbos, dubbed the Queens of the Desert after dominating the Safari for years, brought the first wins and the Kankunnen and Sainz era of the Castrol liveried Celica and Corollas ended on the high of another manufacturer’s crown. Had history been a bit different though and Henri Toivonen had gone on to become a multiple world champion, instead of the tragedy in Corsica, perhaps there wouldn’t have been a break between the TCT and the GT-4, and Toyota Team Europe would have turned up for at the 1988 Monte Carlo Rally with the 222D.

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The amazing Eifel Rally Festival in the little town of Daun is an absolute dream for historic rally car fans and is the biggest gathering of the fabled supercars since their mid-80s heyday. But even more special than the 205 T16s, S2s, S4s, RS200s and 6R4s were the stillborn mythical beasts made for the anticipated but never implemented Group S category.

Audi once brought out its insane un-named thing that looks like a Le Mans racer, Ford had the Sierra Cosworth powered RS200 Group S is a regular sight, and adding to the nostalgia extravaganza recently there were two very rarely seen Toyota 222Ds… but in pristine condition they were sadly not.

222Dlooks likeanmr2on steroids...

The tether in the trailer had come loose but even with a cracked headlight cover and some black tape covering up the scuffs on the wings it is a stunning car. It looks like an MR2 on steroids, although with a lightweight spaceframe chassis and a massively powerful 66

mid-mounted engine, the only thing it shares with the road car is the shape of the body panels.

Group B was ditched in the summer of ‘86 so with another 18 months of development the 222D would have undoubtedly been a match for its rivals, especially with drivers of the calibre of Kankunnen and Waldergard working on it. As an abandoned project though all the problems that would have been ironed out over time are still very much inherent in the car. “They are awful!” proud, yet honest, curator John Day smiles. “It is absolutely undriveable. It just does what it wants to do. It understeers, oversteers and has an enormous turbo lag, about three seconds when on full power.”

Even if the handling issues could have eventually been solved John thinks there is a more fundamental reason the car only got to the stage it was left at. “In the 80s the technology for making good rally cars just wasn’t available. All Group B had was power and downforce.

The 222D has very short suspension travel so if it comes into a fast, bumpy corner it can’t cope

and just jumps out towards the outside. Also, there was no turbo management, so although the 503E engine makes 600 bhp there is no control of it.” A quick YouTube search for the Walter Rohrl incar footage where he is literally dancing on the pedals is a good example of why a three second power delay isn’t too helpful in rallying. It wasn’t just Toyota that had problems with this though, in the mid ‘80s turbo technology was still in its infancy. Lancia even went as far as adding a supercharger to their S4 to help eliminate the lag.

The other major issue with the development of the 222D was that there were no official regulations or even guidelines published no one really knew exactly what the new rules were going to be. With only unconfirmed second-hand news and rumours coming to the teams from people close to FISA the different manufacturers made very different cars. Opel went the simpler way with the turbocharged Astra-based 4S, while Lancia went all out with the bi-flux engined ECV. With a mid-mounted transverse

engine and the gearbox mated to it, the 222D was similar in configuration to the Peugeot 205 T16. The 2140cc 503E engine (subsequently used in the Toyota Le Mans racers of the late ‘80s) is rated as 600 bhp and as the car only weighed 750kg it had an incredible power to weight ratio. The same engine used in the IMSA 88C cars ran happily at 900 bhp!

Different to the other teams though TTE developed two different cars in tandem, both a 4x4 and a rear wheel drive variant for use on tarmac events. Although they were no strangers to 4x4 systems, (the Land Cruiser had been the market leading 4x4 for nearly 25 years) for their first competition based fourwheel-drive car the system was developed by Xtrac, a company that at the time was known for making bespoke transmissions for top-flight rallycross cars. The rear wheel drive car had a simpler configuration so had a longitudinally mounted engine with the gearbox hanging out of the back, the giant turbo pipes looped around it. With the rear body work lifted out of the way, it looks absolutely incredible, more of a Group C Le Mans car than something intended for the stages of the WRC,

especially with the foot-wide tyres.

Unfortunately this car is a long way from running as the parts it needs don’t exist any more.

only3ofthe eleven222dS builtexisttoday

Massive power, not so wonderful handling characteristics and poor spectator control, even in the hands of the world’s best drivers, Group B cars were a recipe for disaster. From the point of view of both driver and spectator safety Group A, based on a production run of 5000 units, was the only real way to solve both issues with a single solution, and so the 222D project came to an abrupt end. All the cars were registered as Japanese and as the law there stated that if you kept a car built on an R&D budget you had to pay the tax on it.

Company bosses had no intention of paying large amounts of money for useless cars so all of the 11 222Ds made were ordered to be scrapped.

Five of the seven 4x4 cars and three of the four rear wheel drive versions were duly destroyed. But some of those involved in the project had the foresight to know that there would be a time in the future when interest

in such unique cars would be such it would be worth saving them for prosperity. One example of each the transverse and longitudinal cars were hidden away and their existence kept a well guarded secret. Someone in Japan did the same thing with another transverse car so today there are a grand total of three 222Ds in existence. Although chassis No1 is the only running example. Just.

When interest in such unique cars began again a few years ago it was quietly brought out of its decadesold resting place and John set about getting it running again, but with a car full of prototype parts fault rectification was a bit of an issue so instead of trying to fix the original engine he got one out of an old Group C car, which is apparently easier than it sounds. It didn’t fit properly though so the original went back in but testing it around a company grounds he managed to blow two turbos.

“There are certain bits missing… such as the pop-off valve. There’s a wastegate but no valve so when you go off-boost there’s such a hugely long pipe that pressure builds up and it goes bang. It’s a very big bang, especially as it is right behind your head. We didn’t have any others. It

“Inthe80sthetechnologyformakinggoodrallycars justwasn’tavailable.AllGroupBhadwaspowerand downforce.The222Dhasveryshortsuspensiontravel soifitcomesintoafast,bumpycorneritcan’tcopeandjust jumpsouttowardstheoutside.Also,therewasnoturbo management,soalthoughthe503Eenginemakes600bhpthere isnocontrolofit.”

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took me a long time to find the old parts but now there are no more. The ones fitted are the last. So we’re not going to blow this one up.”

Toyota are happy that the car exists now and sanctioned it for a static-only display at the Eifel Rally as it is considered unsuitable to take people for test drives. “All the electronics are thirty years old so when you don’t run it after it’s been standing in the museum for so long, they have a habit of going wrong. I took it to Goodwood a couple of years ago and was on the start line for the first run when the mechanical fuel pump decided to go bonkers and pumped petrol through the engine into the oil tank until there was a puddle under the car. The engine was running at the time. That would have been a big bang. The fuses and relays are always going. There are no more. If any more go I will have to replace them with something else.”

“Theyareawful!” proud,yethonest, curatorJohnDaysmiles.

“Itisabsolutelyundriveable.

Itjustdoeswhatitwantstodo.

Itundersteers,oversteersand hasanenormousturbolag, aboutthreesecondswhenon fullpower.”

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the222Dwill alwaysbea ‘whatif’car

So, hobbled with inherent unreliability issues the 222D will always be a ‘what if’ car and because history went with the production-based Group A we’ll never know just how good it could have been. If you look at the TCT and the GT-4 that came at the end of 1988 it wouldn’t take much to imagine that with Kankunnen and Waldergard at the helm could have been a legendary car rather than just a mythological one.

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ABSOLUTE WEAPON

I

learnt to drive in a Renault Clio hatch. With MR2’s, I’ve had a short stint with an AW11 (as a semi resto project), and I’ve also had two SW20 Turbos (a rev 1 and a rev 3); the rev 3 was my previous “main” car that I daily-drove and raced for more than 2 years.

Other than that, I’ve had a myriad of fun dailydrivers, such as an ED Civic, a supercharged 86, and two mostly stock ZZW30s.

I needed something to replace the rev 3 SW20 turbo after the crash in mid-2017. Toyota MR-S (ZZW30) 1999 (very early example), grey-market import from Japan, and this fit the bill. It was small, fun, mid-engined, (at the time) made 160whp in a 1000kg car so had a similar power-to-weight as my SW20 did.

This was really a continuation of the rev 3 SW20 Turbo I had before, which in itself was borne from my long term project car (which I still have), a 1974 Lamborghini Urraco P250S. I came across the SW20 when a highschool friend who owned it was leaving the country, and my daily driver then a 2003 Camry V6 had just spun a main bearing.

Photo: Ash Westwood Photography ( ashwestw00d)

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BRIAN POH'S ABSOLUTE WEAPON 450BHP BOOSTED 1ZZ

OWNER : BRIAN POH COUNTRY : PERTH, WESTERN AUSTRALIA bzzt_mrs

The SW20 had an extremely similar wheelbase, track width, weight, horsepower and was even transverse mid-engined; like the Urraco was. I figured it would do nicely as a fun daily driver, whilst getting me used to driving something LIKE the Urraco. As expected, I got carried away, started modifying and racing it, and didn’t stop when it came to replacing that SW20 with this ZZW30. Coincidentally, this ZZW30 was also

previously owned by another highschool friend of mine, and was at many track-day events with the rev 3 SW20 prior to being in my care. I had come across it when helping out another mate with work on his SW20, and he told me he had a yellow MR-S in the backyard. It had not run in awhile, and the ECU was water damaged, but when I realised the connection, I HAD to make an offer.

mid-enginedtheme

Mid-engined cars have been the constant theme in my automotive life. Stemming from a young obsession with the Lamborghini Countach and Miura, to scoring my own Urraco, then modifying, driving and racing the SW20 and the ZZW30 subsequently.

My experience with the SW20 was realising it was a very sharp handler, but the weight balance was quite rear heavy – it would understeer in corners if you came in hot, and it would pendulum the rear out if you were not attentive to the weight transfer. It would be perfectly obedient when driving it at 70%, but incredibly hard to consistently drive at over 90%; taking immense focus, and precision with steering and pedal inputs. It was however very rewarding to master; and undoubtedly makes you a good driver VERY quickly.

The ZZW30 is often mistaken as a tamed creature; its curvy lines, buldgy headlights and soft top (plus the demographic it was marketed to!) hiding its true capability, even making some fans of the earlier AW11 and SW20 models disown it as an MR2. However, the ZZW30 is in fact the “most MR2” at heart – a focus on the lightweight ethos, driver-centric experience is reminiscent of the AW11. Its handling is superior to the SW20 – the reduced rear weight, the quicker steering rack, and the better weight distribution all make for a precise, agile platform, truly a go-kart on the street.

With some basic handling mods (suspension, tyres), it makes for a potent autocross and track car, and with added power (either with the common 2ZZ swap, or boost), easily hangs with cars 5 or more times the price.

ASORRYSTATE

The Spyder was rough. It was sold by my highschool friend to the then-owner in 2014, and I saw it in 2017.

It had been driven only a handful of times, and when I first saw it, it was in a sorry state. Parked on the lawn with tall grass overgrowing all around it, had not been run for a year, and had a quarterpanel crushed from beneath as it had fallen off a jackstand at some stage.

I got it running by replacing the blown main fuse (probably caused by the water damage to the ECU – the roof drains had clogged and flooded, a common problem), and paid $8,500 AUD for it.

HAVINGEXPERIENCEDEACHOFTHEMR2PLATFORMS, ICANSAFELYSAYTHEZZW30ISTHEMOSTREFINEDAND CAPABLEINTHEHANDLINGDEPARTMENT,NOTINGTHAT ALL3AREVERYCAPABLECARSINTHEIROWNRIGHT. 71

Photo: BIG L Photography (

bigl83)

THEZZW30ISOFTENMISTAKENASATAMEDCREATURE;ITS CURVYLINES,BULDGYHEADLIGHTSANDSOFTTOP(PLUS THEDEMOGRAPHICITWASMARKETEDTO!)HIDINGITSTRUE CAPABILITY,EVENMAKINGSOMEFANSOFTHEEARLIERAW11ANDSW20 MODELSDISOWNITASANMR2.HOWEVER,THEZZW30ISINFACTTHE “MOSTMR2”ATHEART BUILDINGACAPABLEZZW30

POWERTOWEIGHT:400WHP/TON

The Engine build was first; initially making 290whp, then 345whp with E85, then 400+whp on the new Garrett GTX2860R Gen2 early this year. Most of the mods are a blur (and a long list!) but it is always an ongoing process.

Most of it happens as I discover I need it, the Water-to-air intercooler for example, was updated immediately after a track day where I experienced heatsoaking issues.

FUTUREPLANS

Within 2 weeks into my ownership, the engine started knocking badly (a later teardown would find that the ringlands in ALL cylinders had cracked), and the waterdamaged ECU refused to fire up. If there was ever a time to build a capable ZZW30, this was it!

The ridiculous power-to-weight ratio. At 400whp/ton, it is right up there with some Supercars. Everyone loves picking on the little yellow sports car, and the (my) biggest smiles come from leaving them in the dust (or at least surprising the REALLY fast ones).

There is a half cage, transmission cooler, oil cooler, longer 5th gear, new clutch and underbody aero to go on. It is pretty much done power wise. My main plan is to enjoy the car, and know that I’ve built it to be reliable enough to race it with minimal fuss.

HASITTURNEDOUTHOWYOU ORIGINALLYEXPECTED?

This car has gone far beyond what I had initially envisioned for it. Initially the plan was for a comfortable 250whp, making it a decently capable street car. We are at over 400whp at the moment, and it is an absolute weapon.

I drive it daily on the street, race it in autokhanas/ gymkhanas, on short and long circuits, ¼ mile drag racing, and ½ mile roll racing, most recently at Racewars Albany. It has definitely exceeded all my initial expectations.

Photo: Brian Poh ( bzzt_mrs)

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MOSTEXPENSIVEMODIFICATION?

Still the engine build, which was a HUGE cost. I try not to run numbers; the important thing is that I could afford it at the time!

WORSTTHINGABOUTTHECAR?

It’s yellow and gets spotted everywhere it goes! Other than that, the CUSCO 1.5-way LSD is pretty clunky in slow tight corners on the street.

AREYOUPARTOFANYCLUBS?

I’m a member of the Toyota Enthusiasts Car Club of Western Australia (TECCWA), and I race under a Motorsport Australia Level 2 Speed license. I run the “Boosted MR-S” Facebook page as well as the “Club2WA” page, and am part of most MR2 related Facebook groups.

ONEOFTHEMOSTCAPABLEMR-SIN AUSTRALIA

The car has come a long way and I’m proud of what it has become; now one of the most capable MR-S in Australia (and definitely the most powerful 1ZZ engine in Australia). Apart from the initial engine build, I do most of the installing and work myself (including designing and installing the intercooler system, the boost pipework, and the PCV/catchcan system). For more involved work, the car only goes to Tristan at WTFauto; a local specialist that was also responsible for the engine build. I’m not really about pushing for e-Fame or clout, this is just my way of developing a capable car that can perform well and somewhat reliably, so I can enjoy my time on the streets and on the track. However, people do keep asking about it, so I am starting to share more on social media of the build.

Photo: Midnight Media ( midnightmediawa)

Photo: Ash Westwood Photography ( ashwestw00d)

Photo: Ash Westwood Photography ( ashwestw00d)

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Theridiculouspower-toweightratio.At400whp/ ton,itisrightupthere withsomeSupercars.Everyone lovespickingonthelittle yellowsportscar,andthe(my) biggestsmilescomefromleaving theminthedust(oratleast surprisingtheREALLYfastones).

scanTOWATCHON

BRIAN POH

1999MR-S ENGINE 1ZZ-FE (0.5mm overbore)

PERFORMANCE Bosch 1000cc injectors Walbro 460Lph fuel pump WTFauto custom return fuel system Turbosmart FPR1200 fuel pressure regulator Speedflow in-line fuel filter Continental flex-fuel sensor MWR forged rods Wiseco forged pistons 8.8:1 Cometic head gasket ARP bolts and studs Crower Stage 1 cams Crower valvesprings and titanium retainers Garrett GTX2860R Gen2 Turbo Plazmaman 700hp W2A intercooler Blitz Dual Drive blowoff valve WTFauto tubular exhaust manifold (ceramic coated) WTFauto 3-inch custom dump pipe and exhaust XFORCE VAREX muffler Moroso baffled oil pan

Photo: Real Human Photos ( real_human_tim)

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Custom battery tray AntiGravity ATX30 RS battery BRD Polyurethane engine mounts

TRANSMISSION C56 transmission CUSCO 1.5-way Limited Slip Differential Holinger 3rd and 4th strengthened and close-ratio gearsets (1.44 and 1.11 ratio) 0.725 ratio 5th gear (for ½ mile racing and lowering freeway RPM’s) Isotropic Super Finished and Cryotreated shafts and gears

INTERIOR Cobra Suzuka Pro-Fit fixed bucket seat on a Planted fixed bracket Momo V35 Monte Carlo steering wheel on an NRG Carbon Fiber Quick release Short shift kit with a TRD shift knob

ICE Kenwood KMM-BT 306 head unit Pioneer slimline subwoofer

SUSPENSION&CHASSIS BC Racing DH series coilovers (5k/7k springrates) CUSCO front sway bar Whiteline adjustable rear sway bar Whiteline polyurethane front control arm bushings (+0.5deg caster) Hard Race adjustable rear control arms CUSCO front strut brace Carbing rear strut brace CUSCO rear subframe brace Underbody chassis bracing and flat panelling

Photo: Shayla Trautman ( shayla_jt)

BRAKES Wilwood Big Brake kit

WHEELS+TYRES Street: Buddyclub P1 Front: 16x7.5 +32 with 205/45/16 Yokohama Advan AD08R Rear: 16x8.5 +32 with 225/45/16 Yokohama Advan AD08R Track: Advanti Storm S1 Front: 15x8 +35 with 225/45/15 Nankang AR-1 Rear: 15x9 +38 with 245/40/15 Nankang AR-1

BODY

THANKSTO Companies:

Big thanks to WTFauto for the engine build and ongoing care Monkey Wrench Racing Plazmaman Racing JustJap Racing CIC High Performance Ceramics People: Andrew H for my introduction into working on cars Kevin L for helping with the gearbox rebuild

Full TRD bodykit with VIS Racing rear lip

Jason S for the tow when the gearbox blew and I was stranded

Custom pearl yellow paint

Chet T for the amazing job on the headlights

Custom HID retrofit headlights

Jason B for the the aluminium welding and fabrication Gauthier C for a heckload of transporting and shuttling between shops The rest of the Mo Skidma Crew for rallying around when needed

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SUPPLIERS SUPPLIERSOF OFPERFORMANCE PERFORMANCEPARTS, PARTS,AS A

YOU YOUWILL WILLBE BEABLE ABLETO TOSHO SH

4 SPEED 4 SPEED E153 E153 DOGDOG BOXBOX

E153 E153DOG DOGBOX BOX- 44SPEED: SPEED: £3200+VAT £3200+VAT 55SPEED: SPEED: £3600+VAT £3600+VAT (VARIOUS (VARIOUSFINAL FINAL DRIVE DRIVEOPTIONS OPTIONS AVAILABLE) AVAILABLE)

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WHAT COULD BEAT OWNING A 5TH GEN 3SGTE BOOSTED AW11 ROCKET? ... OWNING 2! - MEET EDGAR PINEDA, & 2 STUNNING BUILDS HE TRANSFORMED QUITE LITERALLY FROM ZERO TO HERO.

burritoban

I

first learned about the AW11 MR2 in college (2004-5). My room mate Bret Burton had one, we worked, commuted, and even went to college together. Eventually Brett was nice enough to pass on the MR2 to me, I just had so much fun with it, I fell in love with the chassis the first time.

Even as a passenger it was so fun, and the vehicle is unique. I love the 80s look to it, love the lines, and most of all I love how underrated the vehicle is, most people don’t see the AW11 or to be honest the MR2 in general as a vehicle that could shine.

PUTTINGTHEAW11ONTHEMAP

I for one want to put the AW11 on the map, I want to take the chassis and compete with it, even if it’s just at shows.

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I have owned many cars, and even now being here in Japan, I would rather have an AW11 than any car here, the simple fact is that I just love what the MR2 is, to me it’s simple, humble, and a car that could give you more smiles per dollar than any other car I have owned or driven.

This Cars story: I brought the car back in 2011 from an MR2 owner in Texas, drove 1590 miles to pick it up, and drove the car back home to Fresno California.

When I bought the car it had a Gen 3 3SGTE already swapped in, the only thing good about the car was the engine, the transmission was missing 4th gear.

WRITTEN BY OWNER - EDGAR PINEDA COUNTRY - CALIFORNIA, USA hu5tlermr2

andit

I drove the car for about 2 years with the only modification being wheels, I installed my Volks. I swapped the Gen3 3SGTE in for a 4th gen 3SGTE, and also rebuilt the transmission. This worked for a good year, but the power wasn’t enough for me so I rebuilt it with Wiseco pistons and Manley rods. I installed a Garrett GTX3071 gen 2 and ran it for about another year, running 350 HP with 361 Torque.

I ended up blowing this car up at the biggest event of my life, the vehicle was selected to appear on 2018 Super Street Show car shootout. Once I got home, I wanted more, so I decided to get help from Josh At Chico Race Works, he helped me plan for the now 5SGTE build, the vehicle is now running 421Hp and 354Tq. Within the year I re-upholstered the seats, using a custom tartan fabric. I also had the vehicle professionally painted a Porsche Macadamia Brown Metallic plus added some more metallics to make the paint pop a bit more.

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The BEFORE PICS...

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Ned Shortsleeve, Bob Pham, when things didn’t go the way I planned they would they either supported me with encouragement, or simply helped with parts, or technical support.

421hpinanAW11?-

thesimple factis thatI justlovewhat theMR2is,to meit’ssimple, humble,anda carthatcould giveyoumore smilesper dollarthan anyothercari haveownedor driven.

Carbon spoiler was made by me along with the lid, they were designs I thought would look cool, the other bits are copies of the OEM parts.

The car was built in memory of my eldest brother Joel Pineda aka Hustler 5, hence the name of the composites I make, he was a die hard car enthusiast and inspired me to love import cars.

My cars are a representation of the many friends and family that help me achieve what my car looks like today.

From my brother Lalo making the custom hood, to helping me install the engine when I was sick. My wife and kids for giving the time to work on MR2s. Also friends and fellow MR2 enthusiasts Ray Sebastian,

Brown Mr2 AKA “Burrito Bandit”

So, what was the difference in driving the car after the latest 5SGTE build?

I get a lot of people that ask me this, I always here that ‘X’ amount of power is too much for an AW11, but for me it feels amazing, the best way to describe it is to give someone a ride, step on it a bit, and have the car go silent with only the sound of the 5S revving, and once all that is done and said, your passenger giggling, laughing and saying “I want one”! (Ray Sebastian - now equals a MK1.5 Owner).

The car still grips really well and I don’t feel like it’s over powered, in honesty I still plan on doing a bit more, but don’t plan to chase numbers.

On the streets it drives like a normal car, I could drive it 300 miles to a car show, and come right back. I always get a funny look when i tell people I drove it to an event, and plan on driving it back. My cars for one are not beauty queens that stay within a garage, they get driven on a daily basis.

So in Sum 421 HP feels like a car that could hold its own, and some. The main difference is the tune, I believe this setup is well balanced, and feels a lot smoother, I get power smoothly.

suspensioN TRD springs Koni Yellow shocks, Poly bushings,

1986 Toyota Mr2 Sunroof

ThIScar wasbuilt inmemoryofmy eldestbrother JoelPinedaaka Hustler5,hence thenameof thecomposites Imake,hewas adiehardcar enthusiastand inspiredmeto loveimport cars.

ENGINE& PERFORMANCE 5s Block/5th gen 3SGTE head (421 Hp, 354 Torque) (dyno sheet provided) CP Pistons, Eagle Rods, King Race Bearings Head GSC valve and retainers, GSC S1 Cams E153 LSD CRW upgraded axles Hux Racing exhaust manifold, Garrett GTX3071R Gen2 Turbocharger, Tial wastegate and BOV Water 2 Air intercooler setup Link Atom ECU

Full suspension overhaul using either OEM parts, or MOOG

BODY&STYLING Custom paint (macadamia brown metallic base with gold flake, top is Jet black with gold flake) Custom hood vent, slanted radiator Hu5tler Carbon fenders, quarter glass, wind visors, rear visor, engine lid, trunk, and spoiler.

Euro dual bulb turn indicators

WHEELS Volk Te37 15x7+35, powder coated in copper vein

INTERIOR Custom tartan upholstery

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Mean Green

6 MONTHS FROM ZERO TO HERO! THE GOAL WAS TO BUILD THIS AW11 AS FAST AS POSSIBLE...

WRITTEN BY OWNER - EDGAR PINEDA COUNTRY: CALIFORNIA, USA HU5TLERMR2

T

his car was bought in 201617 for $300, it was a rolling shell, the flares had been cut off, and it was multi colored, I drove from southern California back to Central California.

I bought this car to fit my super edition T-tops, and to give as a gift to my wife Donna.

My goal was to build this AW11 as fast as possible. Within 6 months I had this car from zero to hero.

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With the help of other enthusiasts, I got some of the needed parts. I bought the 5th gen 3SGTE engine from a JDM importer, and transmission and axles from Bob Pham.

I quickly went to work and got it swapped over.

Once the car was running on it’s own I sent it for paint and body, I wanted something different, so instead of going with riveted flares I decided to shape my own using fiberglass. Once I had the general shape I had my friend make them out of sheet metal. Once done they got welded, blended, and painted along with all other body work.

The flares where built around the wheels, I got them directly from a friend in Japan that helped me source wheels, I chose the Work Nezarts because they were different, and I didn’t see them often at car shows, or meets.

The interior fabric I choose the same as in my brown car, once I got the fabric, I simply let my upholstery guy do his thing.

The 5th gen 3SGTE runs a On3performance Turbocharger (GT3072, budget turbo) which was originally bought to try out, and ended up keep it it as it performed well. With W2A intercooler system, and a heat exchanger up front and controlled with a Link 83

Monsoon ECU tuned by ASP, Fresno, CA it dynoed at 314HP, 263Tq on 91 octane @17PSI. This vehicle is a simple build it has good power, but it’s meant for my wife to enjoy. A history of this vehicle can be seen on my Instagram @hu5tlermr2

The BEFORE PICS...

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Green Mr2 AKA “Mean Green�

ENGINE&PERFORMANCE

BODYWORK

5th gen 3SGTE engine swap,

Custom Porsche Oak Green Metallic paint+ green/gold flake,

S54 transmission (314 Hp, 263 Torque)

Custom metal fender flares,

On3 Performance GT3072 Turbocharger,

Custom metal side scoop,

Tial wastegate

Eye brow delete, antenna delete, washer delete.

HKS BOV

Side skirts blended (one piece), custom metal engine lid (vented)

W2A intercooler system, heat exchanger up front

Super Edition mirrored T-Tops

Link Monsoon ECU Innovate SCG-1 Boost controller/ Air/fuel gauge

WHEELS

interior Custom reupholstered interior

Work Nezart 15x7+28 front, 15x8+25 rear, custom painted centers, polished lips

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themakingofamonster

K-SWAP Howitallreallystarted...

Years ago I had a 2013 Kawasaki 14r that I built a custom turbo kit for, and it ended up producing 317whp. Little did I know it was more than even I cared to handle. After selling that, I felt a huge void, as 13 years ago I had to part ways with my beloved 575whp Acura Integra.

Then, the day that changed it all. I turned on Youtube and a video popped up by 1320 video, of the 900 hp green Race Lab MR2 destroying everything on the highway. That video transformed the MR2 community as we know it, including changing the path of my life. From that day forward I searched for a clean chassis. My partner who is the main builder of this MR2, Jared Takacs of Higher Standards, and I took a trip to Canada to bring home the car you see today.

The irony of it all is that originally it was supposed to be a stock K24 with a smaller frame turbo making roughly 450whp. But we both knew that was a lie given our thirst for horsepower. Shortly after bringing it home I got to work and ordered a JDM K24 long block and built a custom air to air intercooler setup for it in the trunk. Some time later the block was sent out to our trusted friends at Inline Pro and they installed a set of AEBS closed deck iron sleeves with o ring in the deck. After that everything about the build changed.

Jeff Clarkin at Wiseco Piston provided us with some custom 1300hp spec pistons, Manley turbo tuff rods were in, and a stock K24 crank. After sourcing a K20 head it was given to our local cylinder head guru Gary Granger who treated it to a full race port, valve job on the Ferrea comp plus valves, and a mirror finish deck flattening. Prayoonto 2 billet camshafts, Skunk 2 Ultra Pro, ID2150s, and AEM smart coils finished off the cylinder head.

Not too long after this all began we partnered with HPT Autosport in NC. Every single part we have on the car was purchased through them. What more can I say about the incredible customer service provided by HPT, when we dont even have the car running and they were eager to jump on board and be our #1 sponsor.

Adding to the all local build was Dale Evans of Deez Performance who has provided us with all of our custom fittings, lines, filters, and race gas.

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WRITTENBYRyanBrzeczkowski Now that we have the longblock figured out I built a fully custom turbo system featuring my Billet collector divided T4 top mount manifold, 3.5� downpipe transitioning to 4� out the rear, and a custom liquid to air intercooling system designed, built, and installed in house at Higher Standards.

The interior of the car features a custom chromoly roll cage, NRG steering wheel, racepack dash, hybrid racing v3 shifter, hybrid racing race shifter cables, and the brains of it all, the fully custom wiring panel built in house by Jared at Higher Standards.

Rounding out the chassis is a set of Tein coilovers, custom mounted stroud parachute, sunroof cover built by Whitfield Racing, and a pair of Sparco SFI approved racing seats.

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sponsors Built by: Jared Takacs of Higher Standards

Thegoalofthiscar istobethefastest HpatternMr2in theworldwhichis currently8.92.

Fabrication by Ryan Brzeczkowski of RMS Fabrications

readmoreaboutthis monsterinournextissue

BF Gear USA

scanQRCODE TOWATCHON

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HPT Autosport Deez Performance Hybrid racing Ticon industries M&B Autocare Wiseco Pistons

HUX Racing

MR2|READERSRIDES

MYdiyv6twinturbospyder buildonabudget

M

y name is Andrei and this is my story. I was let go from my job in December 2018. I always dreamt of doing something car related full time, but that path isn’t easy to take when you have a good paying job and great education.

So when I was let go, I decided I would attempt to follow my dreams to see what happens. It was the middle of winter and i was still living with my parents. I purchased a harbor freight 10x20 tent and started grinding away in the middle of a New England winter. I had the most basic tools and a $300 welder.

I reached out to a specialist and he just wanted to sell me a mounting jig. He wasn’t much help, saying that, professional shops have a hard time doing swaps like these and wished me luck in the undertaking. In 20-30 degree weather, I was out there every day for 4 months, until I successfully swapped a V6 from a 2000 Toyota Sienna in a 2000 mr2 Spyder.

OWNER :ANDREI TARABURCA @ANDYSAUTOWERKS

I fabricated my own shifter linkage, mounts, exhaust manifolds, custom valved muffler, custom headlights, and wired in an AEM FIC Piggyback ecu.

The car was a blast. I submitted my project to SEMA Battle of the builders 2019, and to my surprise I was picked for their top 10 in the Philadelphia regionals.

As with any sema builds I accidentally lit my interior on fire while I was welding. I had to overnight a bucket seat and the morning of the show I fabricated custom bracket to mount it. I drove 6 hours to the show and back. Unfortunately I didn’t win but i was excited to be nominated in the top 10.

Over the course of 2019 I added a single turbo kit, tuned it myself, and I kept pushing for power.

After a couple months I ended up blowing the head gasket.

So while swapping in another engine, I went back and redid some things, created my own mount kit for sale, and perfected the swap.

I installed an LSD, added fender flares, new headlight and tail light design, as well as a repaint.

All of the work I did was in a tent outside on grass with basic tools. I started a YouTube channel (AndysAutowerks) so I can document my progress.

work myself at 24 years of age.

The MR2 Spyder has been a wonderful platform to experiment with, especially on a budget.

stopthepress! phase2 Here’s a funny thing, I got picked AGAIN for SEMA 2020 Virtual Battle of the Builders Regionals Top 10. I was notified only 4 days before the show. So I actually built the twin turbo set up in 2 days. I pulled in my driveway after I got the tune to drive ok at 1:11pm and the show started at 1:15pm on a zoom conference.

The turbos are GT2876R’s, water and oil cooled. The intercooler is from a Mk2 MR2 turbo, it’s small enough where it can be mounted directly in the middle of the rear bumper. It keeps the

temps in check surprisingly for a daily driver.

Engine management it’s on an AEM FIC6 Piggyback unit, using the stock mk3 Spyder ECU for the cluster and climate control and a Toyota Sienna ECU for the engine.

So, the car is running on 3 ECU’s.

Should probably go stand alone but this way I can pass emissions/ state inspection in Massachusetts no problem.

For boost it’s on waste gate pressure, full boost at about 3.5k rpms. Power should be making around 300ish hp and torque, not dynoed yet. I did a road tune, trying to target an AFR of 11.5.

It hits hard and spins wheels in 4th. Granted I am running only 205’s, factory mk3 axles and a helical limited slip differential in the S54 trans.

This car has come along way and I’m proud of doing all the

UPDATE: Iactuallywon andwillbeat SEMA2021!

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MR2|READERSRIDES

NC500roadtrip

We left Newport, South Wales and drove through to Inverness before stopping for the night. The car averaged 44mpg at 65/70mph which was very surprising. We then drove west to Applecross, and then North to Durness where we stayed overnight again. Then the next day to John O’ Groats, and then south to Fort William. Finally driving through Glencoe Pass and back home.

The car did over 2000 miles in about 4 days and never once missed a beat or even coughed or spluttered. It was also beyond words to drive such a fun car through the best roads Britain has to offer, and I’d advise anyone with an MR2 to make the journey too.

RHYS GREEN

THEPERFECTLOCK-DOWNDISTRACTION

I

purchased my ZZW30 in 2015 with 171K miles, it was is need of some TLC. It is a 2002 MR2 Spyder in Electric Green Mica with a tan interior and top.

WRITTEN BY OWNER: JAMES TRATER KNOXVILLE, TN, UNITED STATES

The brakes barely functioned, the paint was dull, the suspension was worn out, and there were numerous other issues to tend to. My friend (now brother-in-law) and I spent the next several weeks going through the car to make it presentable and mechanically sound.

I continued to work on the car and a couple of years later, I gutted the pre-cats and replaced the stock suspension with BC Racing Coilovers.

Many of the suspension bushings, the ball joints, and the outer tie rods were badly worn, so we replaced or rebuilt probably 80% of the suspension components.

I took it to my first autocross later that year and finished third from last on the stock wheels and all season tires.

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The next year I purchased a set of Bridgestone RE71R tires mounted on lightweight alloy wheels and my autocross times improved to midpack. I continued to drive the car on nice days and we even took it on a couple of longer trips.

In 2019, with over 190K miles and worsening oil consumption, I made the decision to have the stock 1ZZ swapped for a JDM 2ZZ and 6

speed transmission. I dropped the car off at a highly recommend shop that promised a 2 week turnaround time.

After waiting for 19 weeks and with no end in sight, my brother-in-law and I trailered the car home and vowed to finish it ourselves. We worked on it every night for two and a half weeks and I made several on-line orders and trips to the local

MR2 THE DAY I BOUGHT IT

auto parts stored to get what we needed. The Covid lockdown was just getting started, and this work was a welcome distraction. There were a variety of teething issues, but eventually we got the car sorted and it runs beautifully today.

I

THELONGWAYHOME WRITTEN BY OWNER : KEVIN KOVAC

n August 2017 Sandi C asked for help getting her 1988 MR2 Supercharger she had purchased in January 1996 running again. After 2 1/2 years of remotely trying to help her getting back on the road she offered to sell it to me.

On February 22, 2020 I took a non stop trip down to Columbus Tennessee to pick up this car. Upon getting the car home I came to discover all the receipts from each owners purchase and sale of the car as well as all of the past owners details.

I then spent the next 2 months testing, repairing and replacing parts back to stock on this car that had been sitting for 16 years non running.

At some point I got the bright idea of looking to see if the original owner was still around, did a quick search around the Internet found him and decided to call him out of the blue, and he picked up the phone.

Thursday I left to make a trip to drive the Tail of the Dragon on Friday with an MR2 group.

On Saturday as part of my 5 day, 3700 mile road trip around the mountains east of Chicago, I took this Supercharger back to the first owner Darryl Thomas (now 70).

He had it from 1988-1991 and still lives in the same house!

Darryl was absolutely blown away to see the car again, I handed him the keys and he couldn’t believe how smooth shifting the car was all these years on, as he enjoyed a drive around town for an hour. He complimented my hard work restoring the car.

Darryl commented “It was almost like a time machine to me, seeing it again. It was my 2nd MR2, having previously owned the first model year. The car was, and still is a delight to drive. It’s been well-tended to”.

“When Kevin first contacted me, I suspected a hoax, but I took a chance and then he sent me pictures of the car.

We corresponded and he said he’d like to bring the car by for me to see it. We agreed,

and set up the meet. He handed me the keys and after a few moments behind the wheel, many good memories came back as I felt the car responding to me. It was like a time machine. A great moment for me. I can’t thank Kevin enough for his kind consideration.”

Post-leaving Darryl I noticed my phone alerts were going off from local government every time I got close to a city, about a curfew and city closures with the National Guards on the highway.

I drove a couple thousand more miles to get to Manchester, New Hampshire to meet another group the next morning to drive the mountains of Massachusetts and New Hampshire before changing oil and returning home the next day.

From there I stopped by the dealership it came from. The dealership didn’t even seem to care at all and asked me what I wanted.

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C

alifornia is a state with strict emission regulations on tuning modifications, Thomas Zhuang focussed on styling to create his unique MR-S Spyder street car.

My search for an MR2 Spyder started out of necessity for a second car that could take daily duty - my other car (a heavily modified Hyundai Genesis Coupe) was becoming too much of a project and was out of commission for weeks at a time due to either upgrade work or law enforcement issues with emissions here in California.

I needed something cheap and reliable to putt around town in. I was initially set on a Mazda Miata after discovering the thrill of top-down roadster motoring in a friend’s car. As I was shopping around though, I inevitably turned my attention towards other cars in the Miata’s segment that could provide a similar experience but were just a little more special.

I really didn’t take the MR2 Spyder seriously at first (admittedly, due to its goofy looks), but the more I looked into them the more it just made sense - lighter 92

than a second-gen Miata with comparable power and the novelty of a mid-engine layout at not-exotic prices. Sure, 2 cubic feet of cargo space for a daily driver probably sounds comical, but I wasn’t hauling contraband here - the MR2 would make a thrilling contrast to the heavy grand touring nature of the Genesis Coupe I was already driving.

MR2ownership-SMILESPER GALLON...

As shameful as it is to admit, before I owned the Spyder I was very much dismissive of the lightweight roadster formula - horsepower was everything. Turbocharge all the motors, crank up the boost! I didn’t really understand the fun factor that every Miata owner seemed to rave about, as they staunchly defended their cars with, “it’s about the experience of driving bro, it’s all about the smiles per gallon!” It started to make sense with the MR-S - especially when I first bought the car, it really was ear-to-ear grins

THOMAS ZHUANG FOCUSSED ON STYLING TO CREATE HIS UNIQUE STREET CAR, RESTYLING HIS 2004 SPYDER MR-S PERFECTLY WRITTEN BY OWNER - THOMAS ZHUANG COUNTRY: CALIFORNIA, USA THOMAS_ZHUANG

behind the wheel. This was a different kind of fun than hitting 20psi of boost on the freeway and getting your head thrown back for a few seconds in a GT car - the MR-S was engaging every time you turned the wheel and every time you had to wring the poor motor out to get up to speed.

facelift models well into their mileage. After reading about the pre-cat and engine issues the pre-facelift cars had, I resolved to only shop for ‘03+ cars (I was shopping for a reliable daily after all). Turns out ‘03+ models are much more sparse in the marketplace, and I specifically wanted a dark blue one.

searchingforspyders

After waiting it out for a few weeks with nothing coming up for sale, I decided to begrudgingly make the drive up to San Luis Obispo (about a 4 hour drive north) to view what looked to be a pristine ‘04 model in gray. It was being sold by a rundown independent used car dealership and looked to be a completely 100% stock example. The body was straight, it ran like a champ on the test drive, and the salesman obliged me

Purchased in late October 2018, It took me around half a year of searching and multiple test-drives of different Spyders to finally settle on the Phantom Gray Pearl ‘04 example I have now. These cars can be had around here for south of $5,000USD, but they tended to be pre-

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with a grand off the advertised price just to get the thing off the lot. In the end I drove it off for around $9,000 after smog, registration, and taxes with around 100k on the clock. The four hour drive back home was a top-down blast.

FEELINGCONNECTED The MR-S driving experience is connected in a way that I hadn’t felt from a car before - I could tell through every corner what all four wheels were doing, how much my rear was breaking grip, and how much throttle would keep the car planted. Like an extension of your body, cars like these let you play at their limits safely - which is where it’s fun.

FOCUSSEDONSTYLING I tend to focus on bodywork for most of my cars - in a state with such tight restrictions on engine and emissions modifications, it turned out to be unwise to do any heavy engine work. I enjoy aftermarket body kits that change the look of the car significantly from how it was stock, so I’m no stranger to replacement bumpers and ground effects.

For the MR-S, this was especially true since (I think) they’re not very attractive cars from the factory. The goal was to go for clean OEM+ style bodywork and avoid any ostentatious race aero or tacky add-ons.

This was going to be a street car through-andthrough, and I didn’t want to come off as too boyracer in the face of my professional co-workers.

So far the vision has come together exactly as I had planned it with the current body kit and wheels. It’s worth noting though - before I settled on building a refined street car with an OEM+ theme, I had thrown around a lot of different potential ideas.

My first thought when I brought the car home was that I wanted to build a gray-colored replica of Kai Kogashiwa’s Toyota MR-S from the renowned manga and anime series Initial D. That would’ve involved a replacement front bumper, a GT wing, and lots of carbon fiber. I eventually abandoned the idea after deciding that I wanted to build a car to my own vision, rather than following a template (plus, I would’ve consigned myself to always lose to 86s on the downhill). My second thought was to go widebody - I had actually looked at a fully kitted Veilside MR-S for sale and test drove it as one of the cars during my initial search. The widebody look was out of this world, but I remember when I drove the Veilside car it felt distinctly heavy compared to a stock MR-S, and I could feel and hear all the bolt-on fiberglass panels creaking and cracking around me as it went down the street. That experience ironically steered me towards keeping the stock fenders.

thebuilDTIMELINE The first order of business after I bought the car was to go low. I’m a firm believer that lowered cars on OEM wheels look better than stock-height cars with aftermarket wheels. I had placed my order for my staggered set of Volk TE37V at the same time I bought my BC Racing DS coilovers, but the wheels would take 3 months to come from Japan, so I threw the coils in first.

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The next few months were spent slowly piecing together the body kit. I had initially settled on a L’Creation front replacement bumper to go with my VIS Racing side and rear skirts, but an unexpected opportunity came up in the form of a Canadian seller listing a used TRD Stage 2 front bumper for sale on Facebook. These bumpers are apparently supremely rare and difficult to come by, mostly on account of no aftermarket manufacturer producing any replicas of them.

Most other original TRD body and lip kits have been replicated in fiberglass, but for whatever reason only genuine Stage 2 bumpers are available. As you could imagine, it obviously commanded a rarity tax, so buying it cost a pretty penny. After the rear wing and side vents came in from Russia, it was off to paint.

With the major parts of the vision complete in the form of the bodywork and wheels, everything else I viewed as miscellaneous add-ons to improve the driving experience.

Whiteline front and rear sway bars were added to better tune the twitchy oversteer I was getting when the rear broke too far loose. A TRD front strut bar was added for front-end rigidity and a MWR short shifter thrown in for more precise gear selection.

I left the interior mostly alone for the sake of it being the special red leather release, but recently absolutely had to swap the stock steering wheel for something smaller. A

6 foot male driving such a diminutive roadster was already going to be a tight fit, but the gigantic stock wheel made knee room nonexistent. The 320mm replacement Nardi New Racing wheel ended up being the perfect solution.

The latest additions were added really out of boredom, what with everyone cooped up at home I had the desire to keep busy and do some wrenching, so I ordered a header/ downpipe combo from Monkey Wrench Racing, paired with a cat-back from HKS. I wasn’t going to modify or replace the headers or catalytic converters with smog and all

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that here in California, but I wanted more noise out of my exhaust. I figured these parts were easy enough to remove and replace on this car that I could just throw the stock units back in if ever need be.

futureplans I’ve had a Hard Dog roll bar sitting in the garage that was custom powdercoated nearly a year ago, along with a brand new red cloth soft top. I’ve put off putting those parts on since it looks like those two items are among the absolute worst to work on when it comes to this car (it looks like many owners would prefer pulling motors to installing a soft top).

They’ll eventually go in, but I’ll likely be paying a shop to do it in my stead.

A motor swap was never really on the cards for this car (many owners will get more power out of a 2ZZ-FE, the motor out of the 7th gen Celica GT-S and Lotus Elise), but I would consider just that if the factory 1ZZ decides to retire itself from service. It’s getting up in mileage at over 140k now, so if it doesn’t make it to 200k the car could definitely stand for a motor upgrade.

bestthingaboutthecar?

Nothing compares to riding through a corner with the tires on the edge of their grip and feeling the car rotate at your command as though a pin were stuck through the center.

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mostexpensivemodification?: A toss-up between the body kit all-in (after paint and bodywork charges) or just the wheels alone. Those TE37V sunk over $2300USD.

worstthingaboutthecar?: The MR-S isn’t a fast car. It’s not particularly quick either, but that doesn’t bother me as much as it taking quite a bit of effort to go any faster than 90mph in this thing. The small wheels and tires play a part in that, but I doubt even properly set up for top speed a stock motor example could go beyond 130mph.

MR2SPYDERCOMMUNITY The MR2 Spyder community in California is fairly tight-knit since there aren’t a lot of us. There’s a local get-together for all MR2 owners regardless of generation that comes together every few weeks called MR2uesday in the SoCal area.

Maybe just an interesting tidbit that I hadn’t mentioned already - I did say that I originally wanted a blue MR-S. I’m a fan of bright solid colors (my Genesis is bright gloss red), so I wasn’t initially too interested in the Phantom Gray example I had gone up to see and eventually buy. The color slowly grew on me, and I had to concede that it really did match the red interior quite well, but during my first days of ownership

I really did consider wrapping or painting the whole car something more obnoxious. I really thought the gray was drab and boring - the Corollas and Rav4s my family owned as people-movers were the same shade of dusty gray so I never had a high opinion of Toyotas in this color. Still, weeks later I ended up finding out that this combo - the Phantom Gray Pearl with the red leather interior - is apparently extremely rare in the States.

To this day I still haven’t seen another Phantom Gray car in person. I won’t pretend that coolness that comes with rarity didn’t play a part in me warming up to the color - it did certainly endear me to the car more, knowing that I had unwittingly bought something special, even for an MR2.

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Thomas Zhuang

2004ToyotaMR2Spyder(ZZW30) ENGINE

WHEELS+TYRES Volk Racing TE37V

Toyota 1ZZ-FE 1.8L (1,794 cc)

15x7.5 +25 front

138 bhp (140 PS; 103 kW) and 126 lb⋅ft (171 N⋅m) of torque

16x8 +25 rear

PERFORMANCE Injen short ram intake Monkey Wrench Racing header & downpipe w/ high-flow cat HKS Powers cat-back exhaust

TRANSMISSION Monkey Wrench Racing short throw shifter kit w/solid base bushings

SUSPENSION,CHASSIS&BRAKES BC Racing DS series adjustable coilovers Whiteline front & rear adjustable sway bars

Toyo T1R (front tires) 195/45/15 Yokohama S-Drives (rear tires) 215/40/16

BODY TRD Stage 2 front bumper VIS Racing TRD-replica side and rear skirts LuxuryPart C-ONEX replica rear wing CL Performance “Varis-style” side intake vents APR Racing side view mirrors

INTERIOR Works Bell standard hub w/extension spacer

Cusco Floor Subframe Brace (Breast Plate)

Nardi New Racing 320mm steering wheel

TRD Front strut bar

Happy Endings anodized shift knob

Stock Brakes

Illumaesthetic gauge face Scion FR-S head unit/radio

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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.

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ToyoTiresToyotaMR2CHAMPIONSHIP|2020

Rounds1&2–Snetterton200 The 2020 season finally got off to a belated start at Snetterton on Saturday but boy, was it worth the wait!

A pair of fantastic races contested by a capacity grid confirmed the appetite for racing is very high.

Forty MR2s were on track for morning qualifying – 38 would start, reserves Mike Nash and Gary Paterson missing out on a race, sadly – and it was the story of two Cook(e) s once again. Oxfordshire bodyshop owner Paul Cook claimed

the season’s first pole position with a time around the shorter Snetterton 200 layout of 1:28.35, just 0.14s ahead of near-namesake Aaron Cooke. Returning 2012 champion Paul Hinson qualified his ex-Ashley Parsons Mk2 in third with four-time, and current, champion Shaun Traynor fourth in his newly built Mk3 Roadster.

Nick Williamson shared row three with Ben Rowe, row four had Danny Bryant and 2019 runner-up Ali Topley with the top ten rounded out by Sam Harper and the Mk3 Roadster of Peter Higton.

It was Cook who led away from the first start of 2020, closely followed by Cooke, Traynor, Rowe and Topley. Hinson scrabbled away from the line having inadvertently left the handbrake on, his mistake dropping him down to behind Williamson and Bryant. On lap three Cooke made his decisive move; Cook left a small gap on the inside at Coram and Cooke dived in. The pair duked it out around Murrays and headed up the Senna Straight side by side, Cooke now on the all-important inside line for Riches. The lead was his and despite a lurid slide at the Wilson hairpin plus Cook’s incessant harrying of the Rogue Motorsport-prepared Mk2, Arron held on superbly to take the first win of the year. Paul Cook was a scant 0.69s back at the flag, his lap record-breaking pace (1:28.33) would see him on pole again for race two later in the day.

Behind the leading duo, Traynor had initially held on to the pair of Mk2s in front but around mid-race he dropped away slightly. Topley had passed Rowe at Riches for fourth on lap four, Bryant also passing the Devonian – and Williamson – further round the same lap. Rowe then repassed Bryant on the next tour with Williamson and Hinson overtaking the Portsmouth garage owner on lap six, Hinson audaciously taking two places in one move at Brundle! A heart-stopping moment for newcomer William Humphries as he spun his class A Mk1 at Coram left the leaders having to dive either side of the stricken car, which fortunately they all managed with just the odd grassy moment.

At the flag, behind the Cooke and Cook scrap, Traynor scored a class win and third overall – plus a new class C lap record in 1:29.33 – with Topley and Rowe just 0.3s apart in fourth and fifth. Williamson was sixth as Bryant dropped back to seventh after a slide whilst Hinson’s up and down race ended with an unrepresentative ninth. Graham Malings had a storming drive from 15th to finish eighth and second in class C with Jonathan Grimes tenth overall and the third Roadster home. Dave Hemingway won a poorly supported class A for the oldest Mk1 cars, an increase in power for 2020 allowed the Yorkshireman to come home in 16th, ahead of many Mk2s and Mk3s.

Race two saw confusion on the grid as a green flag was waved by the startline marshal to indicate a warm-up lap – which the MR2 Championship doesn’t have. Cooke and Rowe moved away slightly

and had to back up into their grid slots, and as the start lights went out Williamson fairly rocketed off the line from third to lead into Riches. Front row starters Cooke and Cook followed with Traynor and Topley for close company. Arron Cooke went wide across the grass exiting Chapman which allowed Topley and Traynor through.

Up to four abreast they raced down the Bentley straight and Traynor grabbed second from Cook and Topley at Brundle with a great move on the inside. Bryant then demoted Cook further which left him fifth, Cooke getting by too before the conclusion of lap one. As the race wore on the place changing was fraught, Rowe passing Cook into Riches on lap two before Cooke passed Rowe a lap later.

Lap five was when one of the track markers was knocked onto the circuit at Chapman. At the same time, Traynor challenged Williamson for the lead into Brundle which meant those behind had to check up quickly as the leaders sorted themselves out. A chain reaction saw Hinson hit Paul Cook who in turn collected Rowe and then spun. Rowe collided hard with the back of Arron Cooke and retired with considerable damage to the front and driver’s side of his black Mk2. Through all this, Bryant sneaked up into second behind Williamson, Traynor dropped to third with Topley just behind the white Roadster. Cooke’s damaged Mk2 was fifth and Grimes found himself sixth from ninth the previous lap. And then the safety car came out.

It took just one lap to move the track marker back to its position – Rowe had sensibly parked his broken car out of harm’s way behind the barrier – and as the lights atop the Renaultsport Megane went out, Williamson shot off like a scalded cat. Traynor in third was eager to get after him but Bryant wasn’t ready for the resumption of racing, instead expecting a second safety car lap. By the time he realised, Williamson had gone. A well-deserved maiden MR2 Championship win went the way of the #22 car, Williamson had come close in 2019 too so it was always on the cards.

Traynor had got himself past Bryant at Riches on lap seven and held the runner-up spot to claim a second class win of the day.

Topley had been challenging Traynor too but a spin at Wilson on lap seven – possibly after light contact with Grimes – sadly dropped him way down the order. Bryant held on to a hard fought podium place despite Cooke breathing down his neck for the last couple of laps. 2019 Birkett Relay winner Hinson came back strongly after the safety car to finish fifth with Grimes an impressive sixth overall and second in class C. Paul Cook recovered from his spin to seventh whilst an inspired Leigh Brown rose from 21st on the grid to eighth at the flag! Harper ran as high as sixth after the safety car but ultimately dropped back to ninth and Malings once again collected silverware in tenth, third in class C. Hemingway easily won class A, 17th overall this time. Fastest laps went the way of Cooke (1:29.13), Traynor (1:29.29, a new record) and Hemingway (1:31.09, also a new record).

Rounds 3 & 4 are at Silverstone on August 23rd.

Report & photography by Gary Walton

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ToyoTiresToyotaMR2CHAMPIONSHIP|2020

Rounds3&4–SilverstoneInternational Four-time champion Shaun Traynor notched up a pair of hard-fought wins in his new Roadster as a massive 43-car grid battled around the fast International circuit at Silverstone.

After a successful debut for the new car at Snetterton where the reigning champion from Winchester scored a third and a second, Traynor was in impeccable form at the Home of British Motorsport.

Pole position went his way with a searing 1:20.720, a quarter of a second faster than second place Nick Williamson, a winner at Snetterton last time out. Rogue Motorsport-prepared Mk2s of first round winner and championship leader Aaron Cooke and 2019 runner-up Ali Topley were on the second row with the second class C Roadster of Northampton youngster Thomas Malings in fifth, Paul Cook alongside him. Ben Rowe and 2012 champion Paul Hinson put their black Mk2s on row four with Peter Higton and Adam Lockwood completing the top ten with two more Roadsters.

Win number one was, on paper, quite straightforward for Traynor, a copybook lights-to-flag affair – including a new MR2 lap record of 1:20.61 – with a winning margin of just over 3sec. However, it was only towards the end of the 12 lap race that he pulled a gap as slower traffic had to be lapped. Williamson and Topley had kept the #27 Roadster in check for the opening few tours, Topley going second for the early part of the race before Williamson reasserted himself on lap six. Topley then dropped away at the end as the lapped traffic came into play and finished third, 4.5sec behind Williamson.

Some 7sec behind the top three, Cook battled with brake issues in his Mk2 to just hang on to fourth from Hinson and Cooke.

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Malings had been in this pack in the early laps but a daring outside line overtake on Hinson at the Vale didn’t go to plan and the red Roadster launched over the high kerb and into a spin. Undeterred, Malings hooked a gear and sped off after the pack. Having dropped from sixth to 15th, he drove well to get back up to tenth at the flag, just pipping Mick Nicholls for the place and third in class C on the last corner.

Behind the Cook-Hinson-Cooke trio, Lockwood had taken advantage of the shenanigans caused by Malings’ spin to jump up the order and hang on to the Mk2-mounted trio in front. Just over half a second covered the now quartet at the flag, Lockwood’s seventh overall also netted him second in class C. Rowe’s eighth place finish came after an unfortunate collision with class C frontrunner Higton which damaged the back of the white and yellow Roadster and sent it tumbling down into the lower echelons of the top 20. Ninth was Danny Bryant, a stirring race from 13th on the grid saw the Portsmouth-based driver shadow Rowe over the line. Class A went to perennial leader Dave Hemingway, the Yorkshireman came home 20th overall and set a new class lap record on the way at 1:23.25. Second and third were Gareth Baxter and Daniel Farmer, both men out for the first time this year.

If race one was seemingly straightforward for Traynor, race two

ToyoTiresToyotaMR2CHAMPIONSHIP|2020 was a much more hard-fought affair. Rain started to fall as the 40 cars lined up (Stuart Brierley and Mike Nash both had damage from race one, Graham Malings sacrificed his car’s sump to son Thomas’ after its aerial antics earlier on). Traynor once again led away but a slippery exit from the Link onto Hangar Straight allowed Williamson and Topley to draw alongside. Williamson got ahead from Topley as they came upon the safety car, thrown due to Nicholls’ Roadster failing to proceed off the grid. Once the pack was released, a fabulous five-way scrap ensued with Lockwood and Cooke having joined the top three. Topley went ahead at the end of lap five as Cooke also passed Lockwood and set about challenging Traynor.

Two laps from home, Traynor passed Williamson into Village and then got around the outside of Topley at Vale to catapult himself into the lead. With Williamson stuck out on the wide line, Cooke went through into third, Lockwood also getting by the erstwhile leader. Topley led again briefly, passing Traynor along the pit straight as they negotiated backmarkers but a lurid slide out of the Link allowed Traynor back through to claim win number two by a mere 0.26sec from Topley, and he even broke his own lap record in the process, a 1:20.46!

Cooke hung on for third and Williamson grabbed fourth on the last lap as Lockwood and Hinson battled hard through Stowe.

Paul Cook was a lowly seventh by his standards whilst an inspired Adam Lewis tracked him over the line for eighth from 16th on the grid. Once Thomas Malings had spun out of contention at the Link, Higton took ninth and third in class C whilst Tim Heron had a welcome return to the top ten in tenth. Hemingway took class A honours again with a brilliant 15th overall, Baxter and Farmer second and third as in race one. Hemingway took the fastest lap again in class A whilst Williamson took those honours in both races for class B, his best a 1:21.07.

His two wins have launched Traynor to the top of the overall championship table, 15 points ahead of Williamson with early leader Cooke a point further back in third.

The action resumes with rounds 5 & 6 at Snetterton on September 13th.

Report & photography by Gary Walton