You wouldn't have heard many complaints from us if it had, for the MR2 is one of the sweetest, purest and most entertaining sports cars on the market. Despite this, the MR2 has been subjected to a thorough going-over for the 2003 model year, with a host of chassis, transmission and styling changes.

The visual tweaks are modest, adding detail to the nose and tail treatments. Dual-bulb headlamps and a more aggressive front grille, complete with round fog lamps, give the MR2 a wider, ground-hugging frontal aspect, while new tail-lamps are all red, save for a pair of white oval indicator and reversing lenses set into the main red unit. While more eye-catching than the simple oversize lenses on the original car, the effect is rather fussy and detracts from the chunky, endearingly gawky shape. Other baubles include a bigger diameter tailpipe and a body-colour side intake.

The interior has also been restyled, with bigger, clearer switchgear, enhanced instrument graphics and a new stereo with chunky controls. Unsurprisingly, the interior retains the uncomplicated, honest, if slightly plasticky ambience of the original.

Of more importance are the mechanical changes. Both the manual and Sequential Manual Transmission (SMT) now have six speeds: the SMT gearbox's ECU has been also been retuned for a faster response, and will now downshift to second if it senses road speed has dropped sufficiently. As the original SMT was pretty dire, the changes are to be welcomed.

Unfortunately the same can't be said of the six-speed manual 'box. When you're not attempting snappy shifts, the lever slots around the gate with a pleasingly notchy, mechanical feel, but when you're pressing on and want to hurry your shifts, it can be awkward and snaggly. The gate is the problem, with so slight a gap between vertical planes that not only is a buzzer needed to warn that reverse has been selected (easy to get instead of first), but you can also go from second to fifth just as easily.

Better news is the standard, across-the-range fitment of a limited-slip differential, something that sharpens the MR2's on-limit behaviour. There are re-rated springs and dampers, and extra bracing has been fitted to the rear suspension to add rigidity, while the rear wheels have increased in diameter from 15in to 16in.

Finally, on the SMT model, VSC stability control, traction control and Brake Assist are all fitted as standard, further distancing it from the purer, driver-focussed manual model, which remains free from driver aids.

Naturally it's the manual model we've tested first. It's always a pleasure to jump into an MR2, for you know it will unfailingly deliver an involving, vibrant drive. Wet, wintry weather isn't ideal for a small, soft-topped sports car, but it's impossible not to warm to such a responsive, deftly enthusiastic machine. Though not as ultra-pointy as the original, the revised MR2's front-end is addicted to apexes, clinging resolutely to your chosen line without a hint of understeer. There's plenty of feel, too, and the rack is perfectly judged, with half a turn of lock sufficient for all but the tightest corners.

The tail is better controlled than the original car, feeling less prone to roll-induced oversteer. In fact, it generates terrific grip and traction, only beginning to slide when deliberately provoked. With the LSD hooked-up nicely and the bigger rear tyres generating progressive, malleable grip, it's possible to steer the MR2 more neatly and precisely on the throttle than the earlier model. More to the point, you feel more confident of what the tail is doing from the moment you turn-in, whether you're entering a tight second-gear corner or fast fourth-gear curve.

Added tautness and control comes at a price, though, with a pronounced deterioration in low-speed ride. Awkwardly spaced bumps and manhole covers get the MR2's structure shivering in sympathy, and although it rarely degenerates into full-blown scuttle-shake, it's something the more supple original managed to resist.

On balance, the added stability, predictability and control at higher speed is worth the loss of low-speed comfort and refinement, but city dwellers won't find the MR2 quite as pliant as before.

Toyota should be commended for making the effort to further tighten the MR2's dynamic focus, rather than softening it for a more mainstream, less committed customer. There's a trade-off in comfort terms, but it doesn't detract from the driving experience.

If you can't face life with an Elise but can't convince the bank manager of the merits of a Boxster, the MR2 is a more viable alternative than ever. Just don't get one in yellow.