With the disappearance of the mid-engine, rear-drive, two-seater platform in 1996, a gaping hole was left in Toyota's compact sports car lineup. Sure, the Celica remained (in various guises), but the public wanted something a little bit sportier. In 2001, Toyota unveiled the MR2 Spyder, a sport convertible based loosely on the MR2 original platform-mid-engine, rear-drive, but this time with a ragtop for hours of hair tussling madness. Some MR2 purists bemoaned the loss of the optional turbocharged motor, but soon grew to love the new roadster and its super-high performance motor.
The EngineThe 2001 MR Spyder is powered by Toyota's 1ZZFE motor, akin to the engine found on Toyota's sport coupe, the Celica GT. Factory power ratings show this powered rollerskate peaking at 138 hp at 6400 rpm. Peak torque clocks in at 125 lb-ft at 4400rpm, not exactly neck-snapping but surely nothing to sneeze at. Using Toyota's variable valve timing technology (VVT-i), the Spyder has the goods to deliver off-the-line torque as well as high-rpm power, while still maintaining a pleasant demeanor when not under the gun.
Performance ComponentsThe first step in upgrading our two-seat rollerskate was replacing the factory intake system. As with most OEM intake systems, sound dampers and resonator boxes have been added by the manufacturer to reduce engine noise and to increase driver comfort. However, some of us are more comfortable with a screaming engine and the extra power that comes with releasing the intake from the suffocating clutches of these dampers. This is where the Injen Intake comes into play. Injen constructs its system from mandrel-bent 6061 aluminum because of its light weight and strength. Aluminum also has excellent heat dissipating properties and a strong resistance to corrosion. The piping size used in the kit was determined after examining a number of factors-size restrictions, relative filter placement, and maximum usable airflow capabilities, as is the case with all Injen intakes.
Part two of our MRS upgrade came from TRD in the form of its exhaust system. Despite its physical appearance, the exhaust is a true cat-back system that replaces the undersized factory piping with stainless-steel tubing; the diminutive size is dictated by the presence of the motor in the middle of the car. The TRD exhaust piping is also mandrel-bent to eliminate disruptions in exhaust flow, and since it's constructed from stainless steel, its finish also inhibits corrosion. The muffler canister is also made from the same high-grade stainless steel material. You can rest assured that TRD engineers did their homework and created the best possible system that combines the highest flow characteristics with solid integrity and an exhaust note worthy of a two-seat sport convertible.
Our third power adder was APEXi's ever-popular Super AFC Digital. This little piece of electronics allows for precise and consistent fuel tuning of EFI cars by piggybacking the factory ECU and modifying the air intake signal at predesignated rpm points. The S-AFC Digital works on a multitude of cars that use several popular types of air intake sensors, making it a true universal bolt-on power adder. The display can be mounted and configured to show real-time data when not in program mode, including a mode that simulates a screen of analog dial gauges. The latest in microprocessing technology is used to ensure that the S-AFC Digital keeps up with the speed of the car's ECU. It is one of the most handy, cost-effective tuning tools on the market today.