Produced from October 1989 to 1999, the second-generation MR2 traded the boxy original for a swooping, Ferrari-adjacent silhouette over a mid-mounted, transverse four-cylinder — turbocharged in its most desirable form. Five recognised revisions through the '90s mean the car changed meaningfully over its life, and the JDM version we source kept its turbo engine right through to the end of production, years after other markets lost theirs.
Overview
Early Revision 1 and 2 cars (1989–93) earned the SW20 an unfair "widowmaker" reputation for snap oversteer at the limit — Revision 3, from 1994, brought reworked suspension geometry, ABS and detail updates that made the car meaningfully more forgiving, with Revisions 4 and 5 refining styling and equipment through to the end of the run. The turbocharged 2.0L 3S-GTE is the engine most buyers are after: JDM cars kept it in production through 1999 and, on the latest cars, gained a CT20b turbo good for around 245PS — well beyond what buyers in the US or UK ever received once their markets lost the turbo model after 1995. A naturally aspirated 3S-GE, uprated to around 173PS from Revision 3, was sold alongside it for buyers who wanted the shape without the turbo's maintenance demands.
Rev 1–2 (Pre-1994) / Rev 3–5 (1994–99)
The 1994 Revision 3 update reworked suspension geometry and softened the early cars' notoriously sharp limit-handling — worth knowing before choosing a build year.
3S-GTE Turbo, up to ~245PS
JDM cars kept the turbocharged 3S-GTE in production through 1999, with the latest cars' CT20b single turbo outpacing what export markets ever received.
Auction Pricing
Japanese market data puts clean SW20 turbo (GT/GT-S) values broadly between ¥1,300,000 and ¥2,500,000+, with well-kept, low-mileage late-Revision examples commanding the top of that range. Naturally aspirated cars trade lower. As with any small-production sports car from this era, condition and modification history matter enormously, which is why we inspect every car ourselves before you commit to a bid.
What to Check
On pre-1994 Revision 1/2 cars, confirm the suspension is in factory or properly-set-up condition, since a worn or neglected early car will show the handling quirks the SW20 became known for more sharply than a well-maintained one. Timing belt service history is essential on the 3S-GTE. Check for oil consumption and head gasket history, a known weak point on hard-driven examples, and inspect targa roof panel seals for leaks where fitted. Rear subframe and suspension bushing wear is common at this age, and rust around the rear arches and rocker panels is worth a close look.
Import Eligibility
Fully Eligible
Production ended in 1999, so every SW20 has now cleared the 25-year import threshold. No waiting on eligibility here.
Fully Eligible
The entire SW20 production run has now cleared the federal 25-year exemption. State registration requirements still vary — see our Import page.
MOT Only
Well past the 10-year IVA threshold, so a standard MOT is all that's needed to register — no IVA test required.
FAQ
Is the SW20's handling reputation still a concern today?
Less than its reputation suggests — the issue was largely specific to early pre-1994 cars, and Toyota's own Revision 3 update addressed it directly. A well-maintained car with correct suspension geometry and good tyres is a genuinely rewarding, predictable drive.
Is the JDM turbo MR2 different from the one sold in my country?
Often, yes. Most export markets lost the turbocharged 3S-GTE after 1995, while Japan kept it in production through 1999 with a more powerful late-model single-turbo setup — a meaningful reason to specifically source a late JDM car.