mr2cato skrev:også feil det du skriver der.
Mr2 har hatt 3 generasjoner turbomotor i sin sw20
gen 1: 204hk - 1990-1991
gen 2: 225hk - 1992-1993
gen 3: 245hk - 1994-1999
Du förstår inte riktigt...När första modellen utav mr2 sw20 kom ut på marknaden med 3s-gte motorn (slutet utav 1989) så fanns redan 3s-gte motorn sedan tidigare i Celica ST165 Turbo 4wd. Det är 3s-gte gen1 motorn. När sedan celica st185 samt mr2 sw20 lanserades med 3s-gte så var det gen2 3s-gte. Gen1 3s-gte, celica st165, har inte ca 200hk som sw20/st185 har.
"When the SW20 went on sale in spring 1990, it was offered with four different engine choices depending on the market area. All engines were 1998 cc I4 engines with DOHC and 16 valves, excluding the naturally-aspirated US model which used the 2164 cc 5S-FE engine. The most powerful engine was the turbocharged 3S-GTE, which was available in Japan at 220 hp (164 kW) (as the MR2 GT) and the USA at 200 hp (149 kW) (as the MR2 Turbo). Europeans had to settle with the naturally-aspirated 156 hp (116 kW) 3S-GE engine. The Japanese MR2 GT model (MR2 Turbo in the US) was able to accelerate from 0-100 km/h in 5.9 to 6.2 s.
The SW20's entry to the market was not quite as smooth as the AW11's. Toyota's goal was to make the car's suspension geometry work the same way that true supercars do. This made the SW20's cornering abilities quite excellent, but it was much too easy for an inexperienced driver to make a mistake, leading to sudden oversteer (also called "snap oversteer") which can result in a spin unless the driver reacts both quickly and correctly. This trait was not considered very desirable among the press, because the MR2, unlike expensive supercars, was priced so that even "average people" were able to buy one. Some magazines stated that the SW20 was downright dangerous to drive.
To respond to the feedback they had received, Toyota changed the 1993 model to include wider rear tires and changed the rear suspension, mainly the vehicle's height, shock absorbing properties and longer rear toe links, so that the car would be more prone to understeer, thus making it more difficult to push the car into "snap oversteer". Along with the suspension changes, the SW20 also got new 15" wheels to fit the larger brakes that were also introduced. Some shifting problems which affected the first revisions (1990-1992) were remedied with stronger dual synchronization rings.
The next big change occurred in 1994, when Japanese SW20's received all-new engines for each model and some considerable changes to its exterior. For Japanese market cars, the3S-GTE switched to the use of a MAP-sensor (as opposed the Air Flow Meter (AFM)), in addition to the removal of T-VIS in favor of smaller intake ports and a new CT26 (sometimes going by the misnomer CT20b) turbocharger running an increased turbo boost pressure increased the maximum power to 245 PS (180 kW). The normally aspirated 3S-GE received fewer changes but still improved its maximum power to 172 hp (128.3 kW). The US market still recieved the 200hp variant from 1991-1995. New round taillights and a color-coded center panel replaced the old square-shaped lights and the rear grille. The original three-piece rear spoiler was replaced with the lighter one-piece spoiler which attached only to the trunklid. The side stripes and skirts were also color coded, and the "dot matrix" pattern on the glass was replaced with a solid pattern. 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). 1995 was the last year Toyota sold the Mk II in North America. In 1996, the front and side signals were changed to use a clear lens but no other modifications were made. The 1998 model, known as the "Revision 5" model, came modern looking 5 spoke 16" alloy wheels, a more aggressive spoiler, and a leather shift knob with red style baseball stitching.
On the SW20's last production year in 1999, the car was updated with a few significant changes. While the turbocharged engine remained the same, in JDM models the normally 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. This, and some other changes improved the engine's power output to a respectable 198 PS (148 kW). All models also received new wheels, optional Recaro seats, and a three-way adjustable rear spoiler."
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The turbocharged 3S-GTE version was released at the same time as the atmo 3S-FE/GE. Available in the ST165 Celica GT-4, this first generation 3S-GTE is equipped with fully floating pistons that deliver a boost friendly static compression ratio of 8.5:1. A Toyota CT26 turbocharger delivers around 9 psi boost through a compact water-to-air intercooler and output is 136kW/240Nm. Like its contemporary atmo cousins, a vane-type airflow meter is employed as part of the electronic management system.
Nineteen eighty-nine also saw the release of the Toyota SW20 MR-2 which was powered by a mid-mount version of the 3S engine. Base MR-2s come with a second generation 3S-GE generating 121kW but the go-fast MR-2 GT packs the second generation turbocharged 3S-GTE.
The same second generation 3S-GTE was also fitted to the 1990 ST185 Celica GT-4 (the first GT-4 model seen in Australia).
The 3S series started to stir interest again when the so-called third generation 3S-GE appeared in the 1993 update SW20 MR-2 and ST202/203 Celica. The 3S-GE was given a 10.3:1 compression ratio and power increased to 132kW at 7000 rpm. But this applies to five-speed manual versions only – the autos are rated at 125kW.
At around the same time, the turbocharged 3S-GTE (fitted to the MR-2 GT and ST205 Celica ST205) was revised with a MAP sensor based management system, removal of T-VIS and other modifications.
In MR-2 form these third generation 3S-GTEs push out 180kW while in GT-4 spec (using a large water-to-air intercooler), you’re talking 188kW. Incidentally, the Australian delivered ST205 GT-4 is rated at just 178kW.
In 1997, Toyota started throwing some major enhancements at the 3S engine range.
The naturally aspirated versions of the AW20 MR-2 and ST202 Celica were treated to VVTi (variable valve timing) and an 11:1 compression ratio for a substantial increase in output. Known as the fourth generation BEAMS 3S-GE, this engine makes an impressive 147kW at 7000 rpm and 206Nm at 6000 rpm. Interestingly, there were no major changes to the turbocharged MR-2 GT or ST205 GT-4 except, by this time, a CT20B turbocharger had been adopted.
The ’97 ST215 Caldina also benefited from VVTi and 11:1 comp. The AWD GT version kicks out 140kW and 206Nm and, later, the ST210 front-drive scored the same engine. And, to make the Caldina even more appealing, a GT-T version was released with turbocharged 3S-GTE grunt. Curiously, the Caldina GT-T’s 3S-GTE puts out slightly more power than the MR-2 or GT-4 - 191kW and 324Nm.
And the action kept coming during 1998.
The most potent version of the atmo 3S-GE – the fifth generation ‘BEAMS’ Dual VVTi – was introduced in the Altezza RS200. With its infinitely variable inlet and exhaust cam timing, 11.5:1 compression ratio, electronic throttle control and low restriction exhaust, you’re talking a huge 154kW and 216Nm (at a high 7600 and 6400 rpm respectively). Auto versions are detuned slightly to 147kW at 7000 rpm and 216Nm at 4800 rpm. Note that these are longitudinally mounted engines configured for rear-wheel-drive.
Interestingly, the 1998 Nadia people mover, SV50 Vista and ST210 Corona Previo were made available with a newly devised 3S-FSE. The FSE engine features a 10:1 compression ratio and direct injection to achieve 107kW and 196Nm on normal unleaded – a good middle ground between the conventional 3S-FE and 3S-GE. These direct injection engines come tied to a front-wheel-drive automatic transaxle only.
But Toyota saved the best ‘till last.
In the late ’02 Caldina GT-T (ST256) you’ll find a fourth generation 3S-GTE boasting direct-fire ignition, a new intake manifold, revised engine internals and an integrated exhaust manifold/turbine housing. Curiously, you won’t find the VVTi system as fitted to atmo models. Power? A range-topping 191kW and 324Nm.
Sure, 191kW is slightly shy of 206kW output of the top-line Subaru EJ20 and Mitsubishi 4G63 Turbo engines – but minor breathing mods will soon even-out the balance of power..."
Så det finns väldigt mycket att läsa gällande detta, olika hästkrafter beroende på vilket land bilen såldes i, men fortfarande är det så att vänsterstyrda MR2 Turbos, som såldes i USA och Canada 1990->, hade 200hk, gen2 3S-GTE. Och bilen i denna annons är en MR2 Turbo 1991 fårn USA, men 3S-GTE Gen2 200hk. punkt!
Mvh
Andreas
Ps.
http://en.wikipedia.org/wiki/MR2
http://www.mr2forum.de/thread.php?goto= ... 12256c0eef
http://autospeed.drive.com.au/cms/A_2820/article.html
etc etc etc etc etc....
