Toyota MR2 ( Second generation )

Second generation (MKII) SW20/SW21/SW22 (1990-1999)

SW20/SW21) 1994 MK-II Toyota MR2 SW20
Production: 1989-1999
Body style(s): 2-door coupé or T-top
Layout:MR layout
Engine(s):Toyota S engine

2.2L 130 hp (97 kW) I4 (US, UK)
2.0L 165 PS (121 kW; 163 hp) I4 (Japan, Australia, UK)
2.0L 180 PS (130 kW; 180 hp) I4 (Japan, Australia, UK)
2.0L 200 PS (150 kW; 200 hp) I4 (Japan)
2.0L 200 hp (150 kW) Turbocharged I4 (US)
2.0L 225 PS (165 kW; 222 hp) Turbocharged I4 (Japan)
2.0L 245 PS (180 kW; 242 hp) Turbocharged I4 (Japan)

Transmission: 4-speed automatic, 5-speed S54 or E153 manual
Wheelbase: 94.5 in (2,400 mm)
Length 164.2 in (4,171 mm)
Width 66.9 in (1,699 mm)
Height 48.6 in (1,234 mm)
Curb weight 2,789 lb (1,265 kg)
Designer Kazutoshi Arima
Tadashi Nakagawa (roadster)

The second generation MR2 (MKII) went through a complete redesign in 1989; the wheelbase had been increased by 3.2 inches (81 mm), making it 94.5 inches, the overall length had been increased by 9.3 inches (240 mm), making it 164.2 inches (4,170 mm) and is 66.9 inches (1,700 mm) wide. The new MR2 weighed 350 to 400 pounds (160 to 180 kg) more than its predecessor and had smoother bodylines. It appeared very advanced for its era. Now that the MR2 was larger, it could be classed as a GT car. The 1990 model year MSRP ranged from approximately ¥1,953,330 (€13,896), ($14,368) to ¥2,522,960 (€17,882), ($18,558). Since the resemblance between the Ferrari 348tb and the Ferrari F355 and the new MR2 was quite striking, the MKII is sometimes referred to as a "poor man's" Ferrari. Indeed, many bodykits became available to make the MKII imitate the Ferrari F355 with, sometimes, almost indistinguishable results.

The MKII MR2 came to the Japanese (JDM) and European market at the end of 1989 as a 1990 model year. Japan received three trim-levels;

1. G-Limited with a naturally aspirated engine (N/A) 2.0L 3S-GE engine producing 165PS (163hp/121 kW), an automatic transmission was standard, a manual transmission was optional. The G-Limited has basically all the bells and whistles an MR2 can have. Climate control, Power folding Mirrors, Steerable Fog Lamps, etc.
2. GT with a turbocharged 2.0L 3S-GTE engine producing (261 hp/), a M/T was the only choice.
3. GT-S, it came with the same engine and transmission as the GT.

The European market also received three trim-levels;

1. Coupe with the N/A 2.0L 3S-FE engine producing 138 hp (103 kW).
2. GT Coupe with the N/A 2.0L 3S-GE engine producing 158 hp (118 kW).
3. GT T-Bar with the N/A 2.0L 3S-GE engine producing 158 hp (118 kW).

There were no turbo models officially imported to the European market, however many Japanese models were imported via the grey market. The U.S. did not get an MR2 for the 1990 model year. In 1991 Toyota introduced the MKII MR2 to the U.S. in two trim-levels;

1. MR2 N/A with a N/A 2.2L 5S-FE engine producing 130 hp (up to 135 hp (101 kW) in 1993) and an A/T or M/T optional.
2. MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing 200 hp (149 kW), the only choice for a transmission being a 5-speed M/T.

There are many visual differences between the MR2 N/A and MR2 Turbo models which are much more noticiable to the owner of an MR2 Turbo: some include the “turbo” emblem (USDM) on the rear trunk, a fiberglass engine bonnet with “raised” vents, fog lights (some JDM and EU N/A models came with fog lights), and an added interior center storage compartment located between the two seats. All MKII’s came with a staggered wheel setup, which was slightly wider in the rear. In the U.S. there are two different chassis codes, SW21 for the MR2 N/A model and SW22 for the MR2 Turbo model, as opposed to the usual SW20 reference.

Mechanical differences between the NA and Turbo models include, but are not limited to: Turbo model received the more powerful 3S-GTE engine with its associated intercooler and different exhaust system, a more powerful fuel pump, larger brakes, a larger radiator, larger rear axles which also required different hubs, and a different transmission (E153) vs the NA S54 transmission.

The MKII MR2 was offered with three different engine choices all together depending on the market area. All engines were 2.0 liter I4 engines with DOHC and 16 valves, except for the US MR2 N/A model which used the 2.2 liter 5S-FE engine. The most powerful engine was the turbocharged 3S-GTE, which was rated at 261 hp) JDM (as the MR2 GT and 240 hp (179 kW) as the GT-S) and 200 hp (150kW) USDM (as the MR2 Turbo). Europeans had to settle for the naturally-aspirated 156 horsepower (116 kW) 3S-GE engine (in the Coupe) or the 118 horsepower (88 kW) 3S-FE engine (in the GT coupe and GT T-bar). The JDM MR2's (GT and GT-S model) had the 3S-GTE engine that produced (261 hp) and was able to accelerate from 0-100 km/h in 5.6 s. The USDM MR2 Turbo model was able to accelerate from 0-60 in 6.1 seconds and run the 1/4 mile in 14.7 seconds. The 3S-GTE was also used in the Celica Celica All-Trac/GT4

In early 1992 (for the 1993 models), Toyota changed the rear suspension geometry for both the NA and Turbo models. The rear toe rods (that control the toe-in of the rear tires) were lengthened substantially, and the inner pivot point for the toe rod was relocated on the cross-member. At the front, the geometry did not change but the construction of the attachment of the front control arms were changed. Springs that lowered the ride height at both the front and rear were installed, and the anti-roll or sway bars were increased in diameter (Turbo model only?). The wheels were changed from 14" diameter to a 5 spoke cast aluminum 15" diameter wheel. The increase in size was mainly to accommodate larger brakes on the Turbo model. The tire sizes were also increased in width at both the front and rear on both the NA and Turbo models. These changes to the suspension geometry and tire sizes were made in response to journalist reports in their reviews of the MR2 that the car would "snap-oversteer". As a counterpoint to the snap-oversteer phenomenon of the MR2, other journalists point out that most mid-engine and rear engine sports and super cars exhibit similar behaviour, and that a change to the driver's response to oversteer is really the problem, and not the fault of the car. Nevertheless, Toyota elected to change the MR2 suspension and tires so that the car became more docile and "neutral" in its over- and under- steer characteristics. Other refinements in 1993 are a slightly revised electrical system (for example, the speedometer became fully electronic vs. the earlier cable drive version), and a shorter shifter lever and smaller shifter knob. For the 3S-GTE minor mechanical changes were made, but power did not change. The boost engine cut sensor was changed to allow for a maximum boost of 17-18 psi, vs the earlier switch that shut down the engine at over 12 psi boost. The engine computer did not allow more than 12 psi boost, so the change in the boost cut switch is only of interest to aftermarket tuners. The 1993 model year also offered a Limited Slip Differential (viscous type, with 40% lockup) as an option on Turbo models only. The transmission was changed internally with additional synchromeshes on the lower gears which allows for smoother shifting, again on Turbo models. Externally, the front lip was changed to a new shape that increased downforce at the front. The external mirrors were color keyed as well.

The next big change occurred in late 1993, for the 1994 model year, receiving some small engine and suspension upgrades for each model. A slightly smaller CT20b turbocharger replaced the CT26 unit (JDM models only, the USA models retained the CT-26). All MR2's received new round tail lights and a color-coded center panel replaced the old square shaped tail lights and the "honey-comb" center panel. The original three-piece rear spoiler was replaced with the one-piece spoiler which attached only to the trunk lid. The side molding and skirts were also color coded, and the "dot matrix" edge pattern on the glass was replaced with a solid pattern. The bottom lip on front bumper was also replaced with a slightly bigger piece that although minor, provided an improved front end look to the car. The steering wheel was also replaced with a slightly smaller model, now universally shared across many Toyota models (the "MR2" insignia was replaced with the Toyota symbol). Also a passenger side airbag was added. 1995 was the last year Toyota sold the Mk II in North America.

In 1996, Toyota added turn signals mounted to the front fenders and the front signals were changed to a clear lens instead of amber like the previous years, but no other modifications were made. The 1998 model, known as the "Revision 5" model, came with more modern looking five spoke 17" alloy wheels, an adjustable, more aggressive spoiler then before, and a leather shift knob with red stitching. While the turbocharged 3S-GTE engine remained the same, the JDM naturally aspirated 3S-GE engine was equipped with Toyota's VVT-i system which allowed the timing of the intake camshafts to be modified according to the engine's rotation speed and load.

The SW20 has become a popular collector's car since the 2004 Ultimate Street Car Challenge win of Brad Bedell [5] and his yellow V6 supercharged MR2. The 1MZ-FE motor, that comes from the V6 powered Solara and Camry, has quickly become a popular modification as the expense of switching to the V6 motor is roughly in line with installing a turbocharged motor into a formerly naturally aspirated car.

Toyota Alphard Hybrid

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The Toyota Alphard Hybrid Minivan is the sixth hybrid vehicle offered by Toyota (rolled out in 2003) and only in the Japanese market at this time.

The Toyota Alphard Hybrid Minivan sports the Toyota Hybrid System-CVT (or THS-C as they like to call it) including a 2.4-litre gasoline engine, front and rear electric motors, a continuously variable transmission (CVT), high-output hybrid battery pack and an E-Four electric four-wheel drive system.

According to Toyota, "The E-Four electric 4WD system provides better driving performance by using power from the rear-wheel drive motor to optimize electric power distribution to all four wheels according to driving conditions. It provides additional drive power when needed, such as when accelerating from a standing start or on slippery surfaces."

Packages Available
Water Hybrid Car Technology
Boost mileage 30% - 60%, reduce emissions, greenhouse gases and global warming.

Hydrogen on Demand Kit
Use this kit to convert your car to burn hydrogen and save gasoline & the environment.

Electric Car Conversion Plans
Stick It to the Oil Companies and Convert Your Car to an EV, Quickly, Easily and Cheaply.

Toyota goes on to say the it's the "E-Four electric 4WD system that regulates a rear-mounted, rear-wheel-propelling electric motor and coordinates electric power distribution to all four wheels. An ECB (Electrically Controlled Brake system) provides efficient wheel-by-wheel brake control."

The full-size Alphard Hybrid Minivan qualifies as an Ultra-Low Emissions Vehicle (ULEV), achieving levels 75-percent lower emissions than the Japanese government's 2000 benchmark. The 2.4-litre gasoline engine has been developed specifically for use in Toyota's hybrid systems and features a high-expansion ratio cycle that raises efficiency and reduces friction.

The Alphard Hybrid uses "by-wire" technology, that monitors brake pedal pressure and vehicle speed in order to calculate the optimum hydraulic pressure. By-wire works with the E-Four to maximize the collection of kinetic energy from braking for conversion into electric power.

The Alphard Hybrid Minivan can generate up to 1,500 watts and is equipped with standard 100-volt AC power outlets, allowing a wide range of appliances to be used, such as laptops and emergency lights. The electrical outlets can also be used to recharge items such as power-assisted bicycles and electric carts, adding a new dimension to leisure activities.

The Alphard Hybrid also offers some advanced safety features not seen on other hybrids. In fact, standard on the "G edition" and optional on standard grades are ( with a G-BOOK compatible DVD voice navigation system):

1. Blind Corner Monitor, which indicates the approach of other vehicles or pedestrians from the left and right
2. Back Guide Monitor with a color CCD camera and voice-guidance function, which uses signals from a steering sensor to calculate the likely reverse path during reversing and display it on the monitor screen
3. Lane-monitoring system that uses images from the Back Guide Monitor camera to measure the lateral distance to white or yellow lines on major highways and triggers an alarm when the distance falls below a pre-set level
4. Radar Cruise Control, which uses laser radar sensors and steering sensors to keep track of the vehicle's lane and any preceding vehicle and ensures that a safe distance is maintained in accordance with vehicle speed

In addition, optional on all grades is a built-in electronic toll collection unit that allows for quick tollgate pass-through (only available with a navigation system).
The Alphard Hybrid achieves approximately 42 mpg and boasts an insulated body and newly developed two-way compressor that is incorporated in the motor to optimize the use of the air conditioner, conserving fuel. The Alphard Hybrid's specially developed windshield glass also reduces the amount of solar radiation penetration. In addition, the roof and roof panels contain an insulating material to reduce cabin temperature, which helps conserve energy when the air conditioner is operating.

While only available in Japan, the Toyota Alphard Hybrid Minivan is worth checking out for those traveling to this location. The Alphard's sister vehicle, the Sienna Hybrid will most likely be the first hybrid minivan introduced into the U. S. marketplace though the schedule has not yet been announced. Toyota's smaller hybrid minivan, the Estima Hybrid is also only in Japanese markets and will likely not be rolled out to the larger marketplace anytime soon.

Stabilizing Bar Facts

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Stabilizer bars are part of a car's suspension system. They are sometimes also called anti-sway bars or anti-roll bars. Their purpose in life is to try to keep the car's body from "rolling" in a sharp turn.

Think about what happens to a car in a sharp turn. If you are inside the car, you know that your body gets pulled toward the outside of the turn. The same thing is happening to all the parts of the car. So the part of the car on the outside of the turn gets pushed down toward the road and the part of the car on the inside of the turn rises up. In other words, the body of the car "rolls" 10 or 20 or 30 degrees toward the outside of the turn. If you take a turn fast enough, the tires on the inside of the turn actually rise off the road and the car flips over.

Roll is bad. It tends to put more weight on the outside tires and less weigh on the inside tires, reducing traction. It also messes up steering. What you would like is for the body of the car to remain flat through a turn so that the weight stays distributed evenly on all four tires.

A stabilizer bar tries to keep the car's body flat by moving force from one side of the body to another. To picture how a stabilizer bar works, imagine a metal rod that is an inch or two (2 to 5 cm) in diameter. If your front tires are 5 feet (1.6 meters) apart, make the rod about 4 feet long. Attach the rod to the frame of the car in front of the front tires, but attach it with bushings in such a way that it can rotate. Now attach arms from the rod to the front suspension member on both sides.

When you go into a turn now, the front suspension member of the outside of the turn gets pushed upward. The arm of the sway bar gets pushed upward, and this applies torsion to the rod. The torsion them moves the arm at the other end of the rod, and this causes the suspension on the other side of the car to compress as well. The car's body tends to stay flat in the turn.

If you don't have a stabilizer bar, you tend to have a lot of trouble with body roll in a turn. If you have too much stabilizer bar, you tend to lose independence between the suspension members on both sides of the car. When one wheel hits a bump, the stabilizer bar transmits the bump to the other side of the car as well, which is not what you want. The ideal is to find a setting that reduces body roll but does not hurt the independence of the tires.

Below are the Ctech Stabilizing bars.

2 Point Front Strut Bar

2 Point Rear Strut Bar

3 Point Fender Bar

3 Point Front strut bar

3 Point Rear Strut Bar

4 Point Front Lower Strut Bar

4 Point Middle Lower Strut Bar

4 Point Rear Strut Bar

Rear Upper Bar

Room Bar

Intelligent Voltage Stabilizer

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Intelligent Voltage Stabliser (I-VS)
Intelligent Voltage Stabiliser is the latest and most advance car voltage stabiliser in the world today. This product is fully made in Malaysia with high quality components built to ensure product reliability and maximum performance.

Electronic Control Unit
In order to improve on the engine performance, the car’s Electronic Control Unit (ECU) is highly dependent on all sensors that provide accurate data and signals to coordinate various parts in different places. The ECU can give the best judgement if and only if the signal is accurate, which affects the electrical flow of the system. Hence a stable and powerful electrical system in the car will ensure best torque and response at all times.

Torque Performance
This I-VS with its circuit can assure full range RPM torque and improved acceleration both in street and racing use.

Audio System
Once this I-VS is install, the audio system will receive full and stable voltage from the battery and will perform at its optimum performance. Lifespan of the audio system will be prolonging.

Air-conditioning System
Once this I-VS is install, you can feel the air-conditioning system works better than before. It will get cooler and more responsive. Lifespan of the audio system will be prolonging.

Fuel Saving
This I-VS will ensure more accurate and stable ignition and fuel injection in order to enhance the combustion. Therefore it brings fuel saving at around 5% in the city and 10% in the expressway. Eventually it will improves the engine response, quick engine start, lesser engine noise, stabilizes idling.

Battery Life and other Electronic System
Once the voltage is stabilized, the battery lifespan will be improved while perform at optimum level. Same with other electronic system e.g. lamps, alarm system, power window, central locking, electric seat, sensors and LCD monitors.

I-VS stores an electrical energy at all times to provide stable and sufficient electrical energy whenever there is voltage drop across the supply when power is needed from any parts of the car. It can filter out electrical noise and eliminate irregular current flow in the car electrical system. It works great on injection engine, VVT-I, VTEC, I-VTEC, MIVEC, DVVT, VTI, VTC and other engine with computerised control engines (Audi, Mercedes, BMW etc.).

Enhancement in adding a Voltage Stabilizer
· Increase torque
· Improve fuel economy
· Improve engine response
· Stabilize Idling
· Quick engine start
· Smoother engine running
· Lesser engine noise
· Increase headlight brightness
· Prolong battery life
· Improve audio quality
· 3 minutes installation for IVS
· 15 minutes installation for 3 pcs of ACG

How to install Voltage Stabilizer on your car
1. take out the fuse from the I-VS
2 .use a size 10 spanner losen the nut of the positive (+ or red) terminal of the battery
3. slot in the I-VS red heatshrink cable lug to the positive (+ or red) terminal of the battery
4. tighten the nut
5 .use a size 10 spanner losen the nut of the negative (- or black) terminal of the battery
6 . slot in the I-VS black heatshrink cable lug to the negative (- or black) terminal of the battery
7. tighten the nut
8. install the fuse back to the I-VS
9. housekeeping (check if any spanner or screw left on the engine bay before start the engine).