Mr2 Sequential Manual Transmission Problems
Asked by mr2002 Feb 01, 2010 at 01:55 PM about the 2002 Toyota MR2 Spyder 2 Dr STD Convertible Question type: Maintenance & Repair I have a 2002 MR2 Spyder with SMT transmission. I need some advice and/or information to rectify the problems I am having with it.
View reported issues for the 2003 Toyota MR2 Spyder. Sequential manual transmission clutch failed to. Problem 1: transmission will at random times. Electrohydraulic manual transmission - Wikipedia, the free encyclopedia. Electrohydraulic manual transmission is a type of semi- automatictransmission system, which.
The car itself is beautiful, clean, and in great shape. The car has never been abused, raced, has had regular fluid checks/oil changes/maintenance/etc., no turbo, and vast majority of the mileage on the car is highway use largely in 5th gear. The Hydraulic Pump Assembly and Shift Stick/Assembly have been replaced through local Toyota Dealership. This wiped out 11 codes and it appeared the car was fixed for about 1 1/2 week and shifted fine. (cost at this point is $3,500 parts/labor) One night, car suddenly began lurching and did not want to stay in gear with squeal noises now coming from the back. Got it back to dealership - affter the next go-round of diagnostics/testing - they are now saying I need more part assemblies replaced with unbelievable costs associated to do it.
I am searching for help and advice on where to turn on either selling it outright, help on fixing it with advise/expertise in the Raleigh, NC area, etc. Below are the dealership's diagnostic notes (they simply always want to replace entire assemblies and not the affected piece-parts - very very expensive way to go) IF ANYONE HAS IDEAS OR HAS HAD SIMILAR ISSUES WITH SMT - Please let me know. P0715 IN MEMORY. PERFORMED DIAGNOSTIC TESTS AND FOUND INPUT SPEED REVOLUTION SENSOR NOT READING PROPERLY DUE TO EXTENSIVE METAL FRAGMENTS STUCK TO SENSOR (MAGNETIC).TOOK FLUID SAMPLE FROM TRANSMISSION AND FOUND SEVERE AMOUNT OF METAL IN FLUID. CAR NEEDS NEW TRANSMISSION, CLUTCH, INPUT REVOLUTION SPEED SENSOR, ACTUATOR ASSEMBLY, AND ECU.
Sequential Transmission Price
Sisnetball answered 7 years ago Our 2002 MR2 has issues too. We took it in for a clutch replacement, then they told us it needed a new transmission.
After the repairs were completed the engine blew up on the way home. The Smt light came on right after the transmission was replaced and I cannot get help from any toyota place around here. They are saying now that it needs an acuator 'which was sent with the tranmission but wasn't installed.' Another 4500.00 for that part installed.
We have invested over 10,000.00 dollars in this car and it still doesn't run. Oh, we took them to small claims but cannot get anyone to testify against their own. Please let me know how this goes!!
Kent answered 5 years ago the problem is that the car is based on a Ferrari design.I took mine to A Ferrari mechanic and he said 'what do you expect?' So i have up as he pointed to a broken Ferrari that looked similar to my MR2. 2 much tuning for me. Toyota discontinued this car for a reason, i had to junk my 85, but only put a few. If hundred in it.
Bmw Sequential Manual Transmission
I now have a mx5 miata, which is a better design. As far as dealers not doing the job, i would contact the state lemon law group, sometimes at your state attorney general offices. The BBB, better business group should have an auto-line arbitration program. If not you can file a small claim (non- lawyer) at your local court or ask for free dispute resolution at the court. My dads Ferrari cost $15,000 for the fist tune and about $25,000 for the belts; they have to drop the engine down to work on it.
It is a very complex design. The Japanese, they tell me turn them out at 25,000 miles due to pollution requirements. I was going to replace the engine but it was just too much trouble. There are design problems and American Mechanics are just not trained for this exotic build. I loved the car and it was fast-over 125 mph but sometimes love is just not enough. Sisnetball answered 5 years ago We had to sell ours for pennies on the dollar. $11,000.00 in repairs and the car was still not operable.
Went to small claims they squashed our evidence due to no attorney representing us because we could not find one that would take the case. I will never say never but I will try my best not to deal with Toyota again lots of bull. We took ours to two dealerships and the one that replaced the engine did not want to get involved. I did get one that did some investigation for me and it wasn't pretty for the two dealerships that were involved and then they went silent. Crooks and criminals. There mechanics are not trained to fix a problem but to just replace an expensive part. Cobb County Toyota deserve to lose all of their business and I expect they will with their crooked and deceptive practices.
I tried and tried to get the car fixed but no one could come up with an answer except more money and they would try. Shame on you Toyota and your dealerships who conduct their businesses with such poor customer service. Paul answered 8 months ago The Ferrari analogy is pretty silly. Yes the MR2 Spyder has an engine and transmission. Just like a Ferrari. The SMT components are made by LUK in Germany.just like, um, a BMW.
Toyota outsourced the entire SMT to LUK, but Toyota wrote a nasty contract, where LUK will NOT sell any component parts of the system. You cannot buy a rubber seal, or a screw. All you can buy is the entire assembly. Stay away from the dealer if you need any repairs.
Their troubleshooting charts lead to large (expensive) component replacements. Look up people who have actually repaired the cars in the past (like myself). It's not rocket science. The cars can be repaired with used parts.
One expects high-tech F1-style paddle shifting from Ferrari and Alfa Romeo, and rallylike sequential manual shifting in a BMW M3 comes as no surprise. But what about an electrohydraulically automated manual from Toyota? Yep, Toyota now offers a five-speed manual in the MR2 Spyder that you shift using buttons on the steering wheel or by bumping the transmission selector on the center console, and without depressing a clutch pedal. Both controls initiate a sequence in which the throttle is closed, the clutch is disengaged, and the shift mechanism is activated. On downshifts — as in Ferrari's $155,000 360 Modena F1 — the system provides a blip of power to match engine and transmission speeds for seamless events. And we can report that the system works pretty flawlessly, although cautiously.
Unlike the F1 system in expensive Ferraris, where you're allowed to exploit an ultra-high-performance strategy that permits high revving of the engine before the clutch is dropped for a smoking wheelspin launch, Toyota's mechanism puts the emphasis on durability. Thus, even with the accelerator floored, the launch is conducted gently, with just enough revs dialed up to allow a gentle clutch engagement. Then, once under way, the shifts are made slowly and deliberately. Although this isn't a problem during normal or even sporty driving, the shifts seem agonizingly slow at the drag strip. Any one of our test drivers could stab the pedals and snap the lever through the gate in half the time. So the 0-to-60-mph time — at 8.2 seconds — is 1.4 seconds slower than the last MR2 we tested. The quarter-mile time of 16.2 seconds (versus 15.6 seconds) is similarly prolonged.
But don't write off the MR2 SMT just yet. The car is great fun to drive, engendering many of the same F1-style fantasies you get in the Ferrari. You can brake deep into bends while pressing buttons for perfectly timed downshifts that match wheel and engine speeds exactly. That's important if you plan to drive very close to the limit of adhesion, where a misstep in the pedal department of a car with a normal manual transmission can produce a chirp of rear-wheel lockup — not a good thing when driving a sensitive mid-engine car near that limit. Of course, the MR2 is a little more forgiving than the race cars for which these automated manual transmissions were devised, but you get the picture. And in the interests of long and trouble-free operation, Toyota can argue that its SMT system will probably extend clutch life, being better able to match throttle inputs and clutch-engagement rates than many owners can.
It is also pretty cool to be able to sit in slow-moving traffic and have the hydraulic leg do all the clutch work. As long, of course, as you remember to pop the console lever into neutral during long periods at idle. It is, after all, still a conventional diaphragm clutch, and its throw-out bearing will thank you for a little rest. If there's a single aspect of Toyota's system that remains incomprehensible to us, it's the lack of a fully automatic feature.
After all, Toyota's SMT mechanism requires an elaborate computerized control system to handle the delicate matter of coordinating clutch engagements and throttle inputs in a way that approaches a seamless flow of power. So how hard could it be to incorporate the same actions at predetermined speeds and throttle positions without the driver's say-so? It would be perfect when caught in heavy traffic, say, or when talking on a cell phone, or any time the driver would prefer not to have to think about pushing buttons. As it is, the driver has to initiate every shift. It's not that big a deal, since that's what you're called on to do with any conventional manual-transmission car anyway, but you know, we're paid to gripe.
On the plus side, the MR2's selector is as intuitive as any we've seen, readily understood by parking valets with minimal coaching, and fuel economy is identical to that of the low-tech manual. With or without the sequential manual transmission, the MR2 is a charming little two-seat, mid-engine roadster. Push-button shifting at a real-world price of just $780 can only add to its allure.