JDM K20A Swapped Toyota MR2 Spyder Track Car Review
Honda Type R power meets an ultra light mid-engine, rear-drive chassis in this amazing track day toy.
Misses
I wish I owned it
Why is the track so far away
Makes my Honda seem even slower
Hits
K20A swap
Sublime chassis
Race tires and downforce
As far as track day cars go, the lighter the better. Lightweight cars are easier on their tires, brakes, engines and everything else, and ultimately have that much of an edge over heavier cars in every aspect of performance, whether it’s accelerating, braking or cornering.
Unfortunately, lightness comes at a premium, and is perhaps the hardest thing to achieve from most modern cars. Porsche charged $31,000 on the previous GT3 RS for a Weissach Package that reduced the race-ready 911’s curb weight by just 38 pounds, down to 3,153 pounds in total. That is a pricey proposition, and shows just how far some weekend warrior racers will go to get that lightweight edge.
But what if instead of trying to make a heavy car lighter you chose a featherlight sports car in the first place, like this third-gen Toyota MR2 Spyder. Known in Japan as the Toyota MR-S, this minute mid-engine roadster from 2001 tips the scales at just over 2,200 pounds.
This is made even more amazing due to the fact that the ultra-low curb weight also factors in an entirely different powertrain than the 138 horsepower Toyota 1ZZ that originally came in this MR-S. In its place is a JDM K20A from a Honda DC5 Integra Type R.
Revving to almost 9,000 RPM this absolute screamer also gets the Type R 6-speed manual transmission, which features a limited-slip differential. Thanks to basic bolt-on upgrades, and a dyno tune by KV Tuned, the setup is good for almost 220 WHP.
Built by Kevin Meacham of S3 Suspension, this track-ready MR-S is a demonstration of the suspension upgrades sold by the brand. With solutions geared towards enthusiast and track-going drivers, S3 Suspension focuses on adjustable coil-overs — a complete spring and damper solution — for many Japanese and European makes and models.
Unsurprisingly, the MR-S is a revelation on a winding road. With the K20A’s intake situated right behind the driver seat and a exhaust setup not much longer than my arm, the engine bellows a joyous note as it’s wringed out from to gear.
K-series engines, while immensely popular, often get bad rap for being one of the less attractive sounding Honda four-cylinders, especially once paired to a big open exhaust. The S3 MR-S sports the best sounding K20 I have ever heard, a painful statement considering I own a K20-powered Honda Civic.
Click through the tightly-spaced gears and the MR-S rewards every second of it. All while the car itself offers up tacit feedback from every angle. The Bride bucket seats send all the right tingles up the spine, and the otherwise original MR-S interior is a reminder of just how right Japanese designers got things back then, with superb visibility and great occupant ergonomics. Everything is simple, well-constructed and immediately understood.
The S3 Suspension offers an excellent blend of sharp responses and a firm ride, paired with just enough suppleness to not make this mid-engine, snap oversteering machine feel leery or difficult. Impressive stuff, and well-paired to the 15” Nankang AR1 semi-slicks.
A divine driving experience, the S3 Suspension Toyota MR-S is everything right about JDM engine swaps, and track-ready chassis setup. Push, push, and push ever harder, and the MR-S continues to reward those with the bravery to do so.
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