1993-1998 Toyota Supra Turbo

Pros :
- Legendary engine.
- Eye-pleasing looks.
- As reliable as the sun.
- Excellent handling.
- Comfortable for a sports car.

Cons :
- Very pricey for its age.
- Not as flingable as an RX-7.
- Tons of turbo lag.
- Limited rearward visibility.
- Premature end, sadly.

Interior :

---

---

Press Coverage :
The Mark IV Toyota Supra is a legend among the street racing crowd. Introduced in the years when almost all the major Japanese manufacturers had affordable supercars in their stables, the Supra managed to outlive most of them. The model to look out for was the Turbo. Combining the performance of a Corvette with the reliability of a Camry, Toyota had a winning formula. With performance equal or superior to many of the world's most exotic sports cars, it would have been easy for Toyota engineers to forget that Supra is still a Toyota at heart. But because it is a Toyota, they were able to incorporate speed, style, quality, dependability and Toyota's legendary reliability.
The Toyota Supra is powered by the renowned 2JZ-GTE high-performance, twin-cam, in-line six-cylinder, 24-valve, electronically fuel-injected engine. In normally aspirated trim, it produces 220 hp at 5,800 rpm and a maximum of 210 lb-ft of torque at 4,800 rpm. But throwing in twin turbochargers turned it into a different beast. The Supra's turbocharged engine produces 320 hp at 5,600 rpm and 315 lb-ft of torque at 4,000 rpm. Supra's twin-sequential intercooled turbos provide quick response at low engine speeds and high-volume output at increased engine speeds. During low-speed operation, only one turbocharger operates, using less exhaust energy to improve response and torque from a standing start. In the middle-speed range, the second turbo comes to idle at a pre-set exhaust pressure for a smooth transition from the primary to the secondary turbocharger. Both turbos operate at full boost in the high-speed range. This engine is a favorite of drag racers--with stock internals so strong, it is able to withstand many times above the 320 hp power rating.
The transmission of choice is an equally strong six-speed manual transmission. Due to increasing emission requirements, the Turbo's six-speed manual transmission was discontinued in 1996, only to be brought back the following year. Also available was an automatic gearbox. The four-speed electronically controlled automatic has been developed to extract the maximum from this engine. The automatic's control system adjusts shift timing, lock-up timing, hydraulic pressure for the clutch and brake, and engine torque in order to deliver virtually seamless shifts. In manual mode, selected by a console button, the transmission shifts quickly into each gear as it is selected. Shift times in manual mode are quicker than in fully-automatic mode.
To save weight, Toyota engineers chose to use a serpentine belt-drive system to power engine accessories. The accessories are in turn attached directly to the cylinder block instead of to brackets. Aluminum engine mounts also save weight. In 1997, weight reduction measures went about as far as they can be taken, using hollow carpet fibers and a hollow rear spoiler. However, the Supra Turbo was not a lightweight by any means, tipping the scales at just over 3500 lbs.
Standard on Turbo models is a defeatable electronic traction control system which automatically senses wheel spin, limits power to prevent it and maintains traction.
All Supras are equipped with a sophisticated four-wheel fully independent suspension with coil-over shock absorbers with hollowed front and rear stabilizer bars for less weight. Race-derived light-alloy double-wishbone suspension at all four wheels helps keep the driver in control. This system provides a comfortable and balanced ride under all conditions. Steering is variable power rack-and-pinion providing necessary control at higher speeds, while requiring only a light touch at low speeds.
Included on all models are driver- and passenger-side airbag Supplemental Restraint Systems, high-penetration headlamps and lateral G-sensing four-sensor, four-channel anti-lock brakes (ABS).
The Supra's simplistic interior is designed for the serious driver and allows full control over the vehicle whether stuck in rush-hour traffic or carving through canyons. The seats in the Supra were designed to fit all occupants, and feature manual adjustments on standard seats, power operated when the optional leather trim package is ordered. New for 1996 was the addition of cloth upholstery on the rear seat of those vehicles without the leather package, rather than the previous vinyl covering. The instrument panel is angled to allow greater visibility of gauges and access to ventilation and sound-system controls. Gauges are comprised of a centrally mounted tachometer, speedometer, water temperature, fuel level and digital odometer and dual tripmeter.
The Supra's standard audio system is a Deluxe AM/FM/Cassette sound system with power antenna and six speakers. Sport roof and Turbo models are equipped with a Premium ETR/Cassette with six speakers, a power antenna, a diversity antenna for optimized FM reception and a built-in theft deterrent system. The ETR/Cassette/CD unit with seven speakers is optional on all models.
All Supras come standard with power-operated windows, door locks and mirrors, cruise control, a tilt steering wheel, a lockable glove box with light, remote fuel door and trunk releases and an auto-off feature that extinguishes the headlamps when the key is removed from the ignition and the driver's door is opened. Also standard is a theft deterrent system, digital clock, a driver-side foot rest, a light in the hatch area, variable intermittent windshield wipers and an intermittent rear window wiper.
The Supra Turbo has larger brakes front and rear than the standard Supra. Original tires for Supra Turbo are 235/45ZR17 in front, on 17x8-inch alloy wheels, and 255/40ZR17 in the rear on 17x9.5-inch alloys.
The Turbo model also has a limited-slip differential and traction control system, a specially tuned sport suspension, an engine oil cooler and a 100-ampere alternator. The Turbo model also is available with only a Sport Roof later on in its life.
Standard Supra paint colors included Super White, Alpine Silver Metallic, Black, Renaissance Red and Baltic Blue Metallic. New for 1996 was Dark Green Mica Metallic.
All 1997 models were 15th Anniversary editions, and also marked the return of the 6-speed manual transmission. The Anniversary package included a rear spoiler, premium cassette stereo, special floor mats, and limited-edition exterior badging. New solar-energy absorbing glass replaced the prior tinted glass, and got smoked headlamps and taillamps.
Sadly, the Supra was cancelled for 1998, leaving a few leftover models for sale that year, although it continued to be sold in Japan until 2002. Part of the reason was its hefty $40,000 price tag. Another reason was that the market for high-powered rear-driven sports cars was drying up at the time, leading also to the demise of competition from Mazda, Nissan and, eventually, Mitsubishi. Today, the Supra represents an excellent used car buy. Market prices are quite high for a car that left the market more than five years ago. But it is worth the money, considering it is one of the most reliable cars ever built, with no major recalls whatsoever.
ModernRacer.com

The Turbo takes its time catching hold at low engine speeds; but when it does, the power surges into play dramatically. That can be annoying around town, actually--you get little power initially, but then an avalanche suddenly arrives as the twin turbos kick in.
Handling is top-notch on all Supras, with little body lean through turns and tenacious grip from the low-profile tires. On normal roads--smooth and dry--you get a secure, planted feeling as the suspension soaks up bumps fairly well. On rough pavement, the Supra begins to lose its composure. Tires bang over every pavement flaw, transmitting every little ripple into the cockpit. Traction diminishes greatly on wet surfaces, too.
The driver and passenger have ample head and leg room, but the back seat is basically for decoration. Cargo space also is limited, as the trunk is shallow and has a high liftover. Visibility is good to the front, fair to the sides, but poor to the rear, restricted by the narrow back window and tall tail.
Gauges and controls are easy to see and reach, except for the radio, which is mounted too low.
Consumer Guide

The cockpit of our Supra was well-organized, attractive and cozy without feeling too claustrophobic. There's more elbow room here than in, say, an RX-7, although the Supra conveys the same kind of race-car ambiance - purposeful comfort, in contrast to the kind of near-opulence of the previous generation.
We were a little surprised by the absence of cupholders - sports-car drivers drink coffee just like everyone else, after all - and the coin trays tucked beneath the center console lid aren't particularly useful.
We were also a little taken aback by the bucket seats. They were comfortable and had a wide range of adjustability, but we expected a little more in the way of side bolstering in a car with such formidable cornering capability.
The rear seat, however, was no surprise at all. Like all 2+2 coupes, getting an extra passenger into this space requires agility on the part of the person climbing into the rear, plus lots of cooperation from the front-seat passenger.
Our only other observation concerning the interior has to do with driver sight lines, which are slightly obstructed in the rear quarters. However, the side mirrors are good-sized and do a fine job of compensating for those small blind spots. The view directly to the rear in our wingless test car was only average.
For all its weight loss, the Supra is still a big car, which makes its agility that much more remarkable. Even at racing speeds, the Supra displays very little body roll when hurled into corners, and it sticks to the road like barnacles on a ship.
The Supra's extra-wide wheels reduce tire sidewall flex, which lends an exception-ally precise response to the Car's all-around handling. And big tires and big brakes add up to unusually strong stopping power. In this area, the Supra's performance may very well be the best in its class.
We were also impressed by the performance of our test Car's limited slip differential, which helped keep the rear wheels driving smoothly even in hard cornering and emergency avoidance maneuvers.
What this adds up to is a driving experience That's at least as satisfying as its major competitors - provided you're on dry roads. On slippery surfaces, the Supra's substantial power, rear-wheel drive and fat tires - designed for maximum performance on smooth, dry roads - can make for tricky driving.
Considering its finely honed handling, our test car's ride quality was surprisingly comfortable. It was fairly compliant over reasonably well-maintained roads, although tar strips and pavement ripples provide little reminders of the steel in its sinews. On rougher surfaces, the ride tended toward choppy, and it was choppier still in the Turbo, which has stiffer suspension tuning. In fact, this transmitted a fair amount of road noise to the supra's interior, although we never found this to be really objectionable.
New Car Test Drive

---

---

History:
1987-1992 Toyota Supra Turbo
3,000 cc / 230 hp / 246 lb-ft / 3530 lbs / 0-60 mph 6.9 sec.