A 1989 Mk1 Mr2 Supercharged in Ice Blue Pearl. The Supercharged version was produced in limited quantities in 1988, and then for a few months in 1989. As of 1999 around 900 Supercharged 1989 MR2's were still on the road. I would guess MAYBE half of those no longer remain in use.

The following was taken from wikipedia with no shame

The MR2’s life began in 1976 when Toyota launched a design project with the goal of producing a car which would be enjoyable to drive, yet still provide decent fuel economy. Initially, the purpose of the project was not a sports car. The actual design work began in 1979 when Akio Yoshida from Toyota’s testing department started to evaluate different alternatives for engine placement and drive method. It was finally decided to place the engine transversely in the middle of the car. The result was the first prototype in 1981, dubbed the SA-X. From its base design, the car began evolving into an actual sports car, and further prototypes were tested intensely both in Japan and in California. A significant amount of testing was performed on actual race circuits such as Willow Springs, where former Formula One driver Dan Gurney tested the car.

Toyota made its SV-3 concept car public in October 1983 at the Tokyo Motor Show, gathering a huge amount of publicity both from the press and the audience. The car, scheduled to be launched in the second quarter of 1984 in the Japanese market under the name MR2, which stands for “Midship Runabout 2-seater” and also refers to the vehicle’s mid-engine rear-drive configuration, was to become the first mass-produced mid-engined car to come from a Japanese manufacturer. In France the name was shortened to MR due to the similarity in pronunciation of MR2 with the French word “merde”.

First generation (MkI) AW10/AW11 (1984–1989)

The small and light MR2 (chassis code “AW11″) was something no one had expected from Toyota, known for their economical and practical family cars. The two-seat MR2 was definitely not practical as a family car, designed for style and sport. The folded angular lines evoked origami paper sculpture. Other cars with a similar design concept including the Lancia Beta Montecarlo, Fiat X 1/9 and the exotic Lancia Stratos were all produced in the 70s. The most important features of the AW11 were its light body (as low as 2,095 lb (950 kg) in Japan and 2,350 lb (1066 kg) in the US), superior handling and lightly-powered, small-displacement engine.

Some car historians contend that the MR2 was Lotus-designed. This is a reference to the Lotus M90 (a.k.a. the X100) project, but this was scrapped after a single prototype was built. This used the same engine and gearbox as the MR2. At the time, Toyota, along with the Chapman family was a major share holder in Lotus, but General Motors later acquired majority control. However, the MR2’s suspension and handling were designed by Toyota with the help of Lotus engineer Roger Becker.^[2] Toyota’s cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus’s legendary sports cars of the 1960s and 1970s.

As a power plant, Toyota chose to use the naturally aspirated 4A-GE 1587 cc I4 engine with dual overhead camshafts and four valves per cylinder for better airflow through the combustion chamber. The engine was also equipped withDENSO electronic port fuel injection and a variable intake geometry (T-VIS), giving the engine a maximum power output of 112 horsepower (84 kW) in the US, 124 horsepower (92 kW) in Europe, 118 horsepower (88 kW) in Australia and 130 metric horsepower (96 kW) in Japan, later downrated to 120 PS (88 kW)^[3]. The engine had already been introduced earlier on the AE86 Corolla, gathering a lot of positive publicity. Road tests delivered 0-60 mph times in the mid- to high-8 second range, and 1/4 mile times in the mid- to high-16 second range, significantly faster than the four-cylinder Pontiac Fiero or Fiat X1/9. In the home market, the AW10 base model was offered, which used the more economical 1452 cc 3A-U engine rated at 61 kilowatts (82 hp), but it attracted few buyers.

For the 1986 model year, the AW11 went through several changes which affected both its looks and performance. The most important addition was the removable T-top option (not available in the US and Europe until 1987). The exterior was modified by color-keying the bumpers and side stripes and adding side skirts. Other new options included a leather interior and a four-speed automatic transmission. Some further changes were made to the exterior for 1987, such as new tail lights (not offered in Europe due to the width of the license plate), wheel options, and a front lip, but more notable were the addition of larger brakes and a stronger C52 transmission which replaced the older C50. The significance of the newer transmission is readily apparent today, as the early C50 models are known to develop a fifth gear pop-out problem with age. Also noteworthy in the US market is the lack of a rear anti-sway bar after 1985 (with the exception of 1989 supercharged models). Most non-US markets retained the rear sway bar.

And then, things get really interesting…

Supercharged Power and Model Year Changes

In 1987 (1988 for the US market), Toyota introduced a supercharged engine for the MR2. Based on the same block and head, the 4A-GZE was equipped with a Toyota SC-12 Roots-type supercharger manufactured by the Ogura industrial Corp and a Denso top mount intercooler. The compression ratio was lowered to 8:1 for the supercharged model, which also was not equipped with TVIS. The engine produced a maximum power of 145 hp (108 kW) and accelerated the small car from 0 to 100 km/h (0 to 62 mph) in 6.7 to 7.0s. In addition to the new engine, the MR2 SC was also equipped with stiffer springs and rear stabilizer bar, and all MY1987+ cars received unibody reinforcements to improve rigidity as well as revised rear suspension. The supercharged models came with special “tear-drop” aluminium wheels.

The engine cover had two “bumps” which distinguished it from the normally aspirated models. It was labeled “Supercharged” on the rear trunk and body mouldings behind both doors. Unfortunately, this model was never sold in European markets, although some cars were privately imported. Naturally aspirated cars also received a bump from 112 hp (84 kW) to 115 hp (86 kW) and received a host of miscellaneous changes, including the air filter relocated to the trunk. The interior was also significantly updated with a new center console, steering wheel, and seat colors. For 1989, an LED strip in the spoiler replaced the incandescent third brake light.

The press received the AW11 with open arms and praised its innovation, great feeling, and responsive engine. American car magazines Road & Track and Car and Driver both chose the AW11 on their lists of ten best cars which included some tough competition, such as the Ferrari Testarossa. The Australian Wheels magazine chose the 1988 AW11 as its favourite sports car. The MR2 was Motor Trend’s Import Car of the Year for 1985. In 2004, Sports Car International named the MR2 number eight on the list of Top Sports Cars of the 1980s. The MR2 was on Car and Driver magazine’s Ten Best list for 1986 and 1987. This vehicle was often referred to as a “Pocket Rocket”. Silver models were often called “The Silver Bullet”.

In January 1989 Toyota produced a final run of fully optioned “Super Edition” MR2s. The ‘Super Edition’ included all the extras of the G-Limited models along with extra features such as a MOMO-commissioned steering wheel and gear knob, Recaro “Milano” seats with matching door panels, and unique decals (“SUPER EDITION” on the rear visor and side stripes). Super Edition cars were sold in special Midnight Blue or white/gold two-tone paint; 270 were produced in each color.