WHAT TO LOOK FOR
TRANSMISSION HEADACHES The Sequential Manual Transmission (SMT) automatic transmission option came in five- and six-speed forms, depending on the year; the latter is noticeably slicker in terms of shift times. However, both transmissions are generally considered to be rather unreliable because there are three key components that can fail. The transmission control ECU, hydraulic pump and actuator each cost £1000 to replace and any of them can go wrong. The only way of fixing the problem is by substituting parts until everything works. This being the case, it’s small wonder that some SMT models have been converted to manual (for around £1500) or simply broken for spares.
DREADED DASH WARNINGS Perhaps surprisingly, engine failure is the most likely reason for an MR2 to meet its maker. Oil gets burned when the oil control rings gum up and allow oil to pass through. This gets progressively worse over time, with the only fix being a rebuild or a used engine, so watch out for warning lights on the dashboard and put the car in for an MoT to see if it passes the emissions test. Pre-cats (in the exhaust manifold) are fragile and erode, with things not helped by faulty O2 sensors, which lead to overfuelling and causes the pre-cats to deteriorate even more quickly. Fragments then become lodged in the exhaust and damage the valvetrain, with predictably big repair bills.
HAS IT BEEN THRASHED? Gearbox wear is something found almost exclusively on cars that have spent any meaningful time on the track; the first sign of wear is weak synchromesh, but you’re unlikely to have such problems on a wellmatained road car. If a used gearbox is needed, budget £200 to buy one. Clutches last for at least 100,000 miles, with replacements available for £120; budget £300 for a specialist to do all the necessary work. Sticking with an original equipment clutch isn’t essential, but using branded parts arguably is.
ELECTRIC NIGHTMARES
The electric aerial in the rear wheelarch has a habit of failing. Replacing the mast is easy enough, but addressing a wiring fault is a more awkward fix because the wire that controls it is continuous and runs all the way to the dashboard. The instruments, switchgear and lighting are all reliable but Lambda sensors regularly fail; new ones cost £50. The hard-top’s retaining clips must be correctly adjusted; they can lose their tension or be over-tensioned, which can potentially lead to the roof detaching itself as the car is driven.
ALL IN THE TIMING
A 1794cc overhead-cam engine with variable valve timing was fitted to all MR2 MkIIIs. Codenamed 1ZZ-FE, This engine is smooth and frugal, and while it’s not especially torquey, the MR2’s light weight ensures that there is ample performance. The timing chain tensioner to the right of the exhaust manifold often leaks, so look for any signs of weeping. It’s easy to fix with a new seal; removing everything is simple but refitting is fiddly. It can be left, but getting a specialist to put things right should cost no more than £100 or so.
CONCENTRATE ON CORROSION Any MR2 that hasn’t been pranged should be rust-free, although the electrophoretically-coated rear subframe can corrode because of its proximity to the exhaust. The problem is that this is hidden behind a plastic cover on UK cars ( JDM models didn’t get undertrays), so it rots out of sight. It’s not possible to weld the subframe up once the corrosion gets beyond a certain point, so it has to be replaced. The newer the car the less likely it is to be rusty; used subframes are £50-£150, or £250-£300 for a new one, plus £200 for a specialist to replace it for you. Also check the suspension top mounts – these also rot, leading to movement, pushing the geometry out of true.
BEWARE ACCIDENT DAMAGE Crash damage is more likely than corrosion; the light weight, ample poke and mid-engined configuration means that once an MR2 starts to let go, it’ll soon disappear into the scenery if there’s an inexperienced driver behind the wheel. Any MR2 that’s been crashed will probably have uneven panel gaps, so check the alignment front and rear. Every outer panel unbolts, so replacing damaged pressings is easy; there’s no shortage of good used parts, something which keeps prices low. Toyota worked hard to keep the MR2’s weight to a minimum, and one of the ways it achieved this was by fitting outer panels made of very thin steel. As a result these can dent easily.
SUSPENSION EXAMINATION The dampers will probably need to be replaced by now. Because the MR2 weighs so little, the springs disguise the fact that fresh dampers are needed, so it’s worth fitting a fresh set to any car still sporting factoryfitted parts. Fitting polyurethane suspension bushes will instantly improve the handling; budget £400 for a kit that’ll do the whole car, with a specialist taking around six hours to fit everything. The rear suspension geometry adjustment bolts can seize up and snap, damaging the track control arms in the process. Only Toyota parts are available and it’s not a DIY fix. A specialist can do both sides in two hours; expect a £250 bill for parts and labour.