It’s no surprise to expect high-tech F1-style paddle shifters from Ferrari and Alfa Romeo, and a rally-style sequential manual shift from the BMW M3.But what about Toyota’s manual for electro-hydraulic automation?
Yes, Toyota is now offering a five-speed manual transmission in the MR2 Spyder, and you can shift gears using buttons on the steering wheel or by hitting the transmission selector on the center console without having to depress the clutch pedal.Both controls initiate a sequence in which the throttle is closed, the clutch is disengaged, and the gearshift mechanism is activated.On downshifts — like in Ferrari’s $155,000 360 Modena F1 — the system provides a brief burst of power to match engine and transmission speeds for a seamless event.
We can report that the system works flawlessly, albeit discreetly.Unlike the expensive Ferrari F1 system, where you can take advantage of an ultra-high-performance strategy that allows the engine to rev high before the clutch is dropped for a smoking wheel-slip launch, Toyota’s mechanism emphasizes durability.
So even with full throttle, the launch is soft, just crank up just enough to allow for gentle clutch engagement.Then, once started, make the transition slowly and carefully.While this isn’t a problem in normal or even sporty driving, gearshifts on the drag strip seem terribly slow.Any of our test drivers could pedal and break the lever through the gate in half the time.
As a result, the 0 to 60 mph time (8.2 seconds) is 1.4 seconds slower than the last MR2 we tested.The quarter-mile time of 16.2 seconds (vs. 15.6 seconds) is also stretched.
But don’t log out of MR2 SMT just yet.The car was a lot of fun to drive, generating many of the same F1-style fantasies as Ferrari.You can brake deeply in corners at the push of a button for perfectly timed downshifts that are perfectly matched to wheel and engine speed.This is important if you plan to drive very close to the grip limit, in which case a misstep in the pedal department of a car with a normal manual transmission can produce a rear-wheel-locked chirp – while driving a sensitive mid-range This is not a good thing.Engine cars close to that limit.
Sure, the MR2 is a little more forgiving than a race car designed for these automatic manual transmissions, but you get the idea.For long-term trouble-free operation, Toyota can argue that its SMT system may extend clutch life, matching throttle input and clutch engagement better than many owners.
It would also be cool to be able to sit in slow-moving traffic and let the hydraulic legs do all the clutch work.Of course, as long as you remember to pop the console lever into neutral when you’re idling it for extended periods of time.After all, it’s still a traditional diaphragm clutch, and its one-off bearings will thank you for taking a break.
If there’s one aspect of Toyota’s system that remains difficult for us to understand, it’s the lack of fully automatic capabilities.After all, Toyota’s SMT mechanism requires a sophisticated computer control system to handle the delicate matter of coordinating clutch engagement and throttle input for near-seamless power flow.
So how hard is it to combine the same action at a predetermined speed and throttle position without the driver’s consent?This would be perfect, for example, when there is a traffic jam, or when talking on a cell phone, or any time the driver doesn’t want to think about pressing a button.
In fact, the driver has to start each shift.It’s no big deal because that’s what you’re asked to do with any conventional manual transmission car anyway, but you know, we got the complaints.On the plus side, the MR2′s selector is as intuitive as any we’ve seen, the parking valet understands easily with minimal guidance, and the fuel economy is the same as the low-tech manual.
With or without a sequential manual transmission, the MR2 is a charming little two-seater mid-engine sports car.Push-button shifting at a real-world price of just $780 only adds to its appeal.
Engine Type DOHC 16-valve 4-in-line aluminum block and head, Toyota Engine Control System with port fuel injection Displacement: 109 cu. in., 1794 cc. feet @ 4400 rpm
C/D Test Results 0 to 60 mph: 8.2 seconds 0 to 100 mph: 23.0 seconds Street start, 5-60 mph: 8.5 seconds Standing ¼ mile: 16.2 seconds @ 86 mph top speed (drag Limit): 123 mph Brake, 70-0 mph: 162 ft Barricade, 300 ft Diameter Skid Pads: 0.88 g
Post time: May-24-2022
