The
Toyota Supra is a
sports car/
grand tourer that was produced by
Toyota Motor Corporation from 1978 to 2002. The styling of the Toyota Supra was derived from the
Toyota Celica, but it was both longer and wider.
[2] Starting in mid-1986, the Supra (in its third generation, Mark III) became a separate model from the Celica. In turn, Toyota also stopped using the prefix
Celica and began just calling the car
Supra.
[3] Owing to the similarity and past of the Celica's name, it is frequently mistaken for the Supra, and vice versa. First, second, and third generation Supras were assembled at Tahara plant in Tahara, Aichi while the MKIV Supra was assembled at the Motomachi plant in Toyota City.
Along with this name and car Toyota also included its own logo for the Supra
[citation needed]. It is derived from the original Celica logo, being blue instead of orange
[citation needed]. This logo was used until January 1986, when the Mark III Supra was introduced. The new logo was similar in size, with orange writing on a red background, but without the dragon design. That logo, in turn, was on Supras until 1991 when Toyota switched to its current oval company logo. (the dragon logo was a Celica logo regardless of what color it was. It appeared on the first two generations of the Supra because they were officially Toyota Celicas. The dragon logo was used for the Celica line until it too was discontinued.)
In 1998, Toyota ceased sales of the Supra in the United States
[3] and in 2002 Toyota officially stopped production of the Supra in Japan
[citation needed].
Mark I (A40; 1978–1981)[edit]
The first generation Supra was based largely upon the Toyota Celica
liftback, but was longer by 129.5 mm (5.10 in)
[citation needed]. The doors and rear section were shared with the Celica but the front panels were elongated to accommodate the
Inline-6 instead of the stock Celica's
4-cylinder engine. Toyota's original plan for the Supra at this time was to make it a competitor to the very popular
Datsun (now
Nissan)
Z-car[citation needed].
In April 1978 Toyota began production of the Mark I Supra in Japan, as the
Celica XX, and sold alongside the Celica at Japanese dealership sales channels called
Toyota Corolla Store
The Japanese Mark I was offered with a 110 hp (82 kW) 2.0 L 12-valve SOHC inline-6 engine (
M-EU, chassis code MA45) or the 110 hp (82 kW) 2,563 cc (2.563 L; 156.4 cu in) 12-valve
SOHC inline-6 engine (
4M-E, chassis code MA46). The Japanese Supra was equipped with the smaller 2.0 L engine so that buyers would not incur an additional tax under
vehicle size and engine displacement regulations. Both engines were equipped with
electronic fuel injection.
[3][4]
The Supra was first exported outside of Japan in January 1979.
[5] The export version of the Mark I was originally equipped with a 110 hp (82 kW) 2,563 cc (2.563 L; 156.4 cu in) 12-valve
SOHC inline-6 engine (
4M-E, chassis code MA46).
The interior of the Supra had optional
power windows and
power locks as part of the convenience package. The convenience package also included
cruise control and special door trim with door pull straps, with an optional
sunroof. As for standard features, in the center console there was an extendible map light and a flip-top armrest, which provided storage. Some other features were the tilt steering wheel, deep zippered pockets on the backs of the front seats, and a
tonneau cover under the liftback. The dashboard also contained a state of the art
AM/
FM/MPX 4-speaker stereo radio, analog clock, and tachometer as part of the instrument panel.
The mid 1979 changes for the 1980 model year US version were mostly cosmetic
[citation needed]. The interior received a redesigned center console and a digital quartz clock
[citation needed]. On the exterior were redesigned side view mirrors and 14x5
1⁄2" aluminum wheels were standard (the previous year had steel wheels with plastic wheel covers standard and the aluminum wheels were optional)
[citation needed]. In addition, body molded mudflaps became available. On the copper metallic and white cars, the mudflaps were painted the body color while the mudflaps were left black on all other colors. On the rear of the mudflaps, the word "Celica" was painted in white lettering.
[6]
The official Supra site
[3] also notes that there was an addition of optional leather-trimmed seating and automatic climate-control.
May 1981 (1981) Supra with Sports Performance Package
In August 1980 (for the 1981 model year), the Supra received an upgrade in displacement with the 2,759 cc (2.759 L; 168.4 cu in)
5M-E engine. It was still a 12-valve SOHC engine, but made 116 hp (87 kW) and 145 lb·ft (197 N·m) of torque. The car's automatic transmission was changed to the revised Toyota
A43D and it gained a revised final drive gearing. Because of the change in engine and transmission they dubbed a new chassis code of MA47. In the final year of the Mark I Supra, it achieved a 0–60 mph time of 10.24 seconds and finished the 1/4 mile in 17.5 seconds at 77.7 mph (125.0 km/h).
[7]
Also in 1980 (for the 1981 model year
[citation needed]), a new Sports Performance Package became an option, which included sport suspension, raised white letter tires, and front and rear spoilers. This also marked the last year that an
8-track tape player was offered in any Supra.
[3][6]
Quick information[edit]
Mark I quick information by chassis code
| Code | Year | Engine | Power | Torque | Transmission | Market |
|---|
| MA45 | Apr 1978 – Aug 1980 | 1,988 cc (1.988 L; 121.3 cu in) M-EU I6 | 110 hp (82 kW) | 136 lb·ft (184 N·m) | 5-speed W50 manual
4-speed A40D automatic | Japan |
|---|
| MA46 | Apr 1978 – Aug 1980 | 2,563 cc (2.563 L; 156.4 cu in) 4M-E I6 | 110 hp (82 kW) | 136 lb·ft (184 N·m) | Japan |
|---|
| Jan 1979 – Aug 1980 | world |
| MA47 | Aug 1980 – Jul 1981 | 2,759 cc (2.759 L; 168.4 cu in) 5M-E I6 | 116 hp (87 kW) | 145 lb·ft (197 N·m) | 5-speed W50 manual
4-speed A43D automatic | world |
|---|
Celica XX[edit]
The 2000GT was the flagship model of the XX range. Featuring the smaller 2.0-litre six-cylinder DOHC 24-valve 1G-EU, Yamaha took the base 1G-EU and improved it, resulting in the 1G-GEU significantly upping the output of the engine, which also served in the 1985
Toyota Soarer. The smaller-capacity engine meant taxes were less than the bigger 5M-GEU of the 2800GT. 1G-GEU made 160 PS (118 kW) at 6400 rpm.
The 2800GT was the most powerful of the range, featuring the 2.8-litre six-cylinder DOHC 5M-GEU making 175 PS (129 kW) at 5,600 rpm.
The 2000G/S with M-TEU with intercooler made 160 PS (118 kW) at 5400 rpm, as much as the 1G-GEU, but made more torque lower down the rev range, 23.5 m·
kgf(230
N·m at 3000 rpm.
The lower-range models, being 2000G/S, were the least powerful, featuring the 1G-EU, which made 125 PS (92 kW) at 5,400 rpm. They also lacked a lot of features found on other models in an effort to lower cost.
List of Celica XX models[edit]
- 2800GT
- 2000GT
- 2000G - turbo
- 2000S - turbo
- 2000S
- 2000G
- 2000L
Quick information[edit]
Celica XX quick information by chassis code
| Code | Year | Model | Engine | Power | Torque | Transmission |
|---|
| MA61 | 1981–1985 | 2800GT | 2.8 L (2759 cc) 5M-GEU I6 | 170 hp (119 kW) | 150 ft·lbf (203 N·m) | 5-speed W58 manual
4-speed A43DL automatic (1981–1983)
4-speed A43DE automatic (1984–1985) |
|---|
| MA63 | 1982 | 2000G/S - turbo | 2.0 L (1988 cc) M-TEU turbo I6 | 145 hp (108 kW) | 156 ft·lbf (211 N·m) | 4-speed A43D automatic |
|---|
| 1983–1985 | 2.0 L (1988 cc) M-TEU turbo I6 | 160 hp (119 kW) | 170 ft·lbf (230 N·m) |
| GA61 | 1981–1985 | 2000G/S | 2.0 L (1988 cc) 1G-EU I6 | 125 hp (93 kW) | 127 ft·lbf (172 N·m) | 5-speed W57 manual
4-speed A42DL automatic |
|---|
| 2000L | 2.0 L (1988 cc) 1G-EU I6 | 125 hp (93 kW) | 127 ft·lbf (172 N·m) | 5-speed W57 manual |
| 1983–1985 | 2000GT | 2.0 L (1988 cc) 1G-GEU I6 | 160 hp (119 kW) | 134 ft·lbf (181 N·m) | 5-speed W55 manual |
Mark II (A60; 1981–1986)[edit]
| Mark II |
|---|
 |
| Overview |
|---|
| Also called | Toyota Celica Supra Mark II
Toyota Celica XX |
|---|
| Production | Dec 1981[8]–1986 |
|---|
| Body and chassis |
|---|
| Body style | fastback coupe |
|---|
| Platform | A60 |
|---|
| Powertrain |
|---|
| Engine |
1,988 cc (1.988 L; 121.3 cu in) M-TEU I6
1,988 cc (1.988 L; 121.3 cu in) M-TEI6
1,988 cc (1.988 L; 121.3 cu in) 1G-EU I6
1,988 cc (1.988 L; 121.3 cu in) 1G-GEU I6
2,759 cc (2.759 L; 168.4 cu in) 5M-EI6 |
|---|
| Transmission |
4-speed A43DE automatic |
|---|
| Dimensions |
|---|
| Wheelbase | 2,614 mm (102.9 in) |
|---|
| Length | 4,661 mm (183.5 in) |
|---|
| Width | 1,720 mm (67.7 in) |
|---|
| Height | 1,321 mm (52.0 in) |
|---|
| Curb weight | 1,361 kg (3,000 lb) |
|---|
In late 1981, Toyota completely redesigned the Celica Supra as well as the entire Celica lineup for its 1982 production year
[citation needed]. In Japan, they were known as
Celica XX, but everywhere else the Celica Supra name was used
[citation needed]. Still being based around the Celica platform, there were several key differences, most notably the design of the front end and fully retractable pop-up headlights. Other differences would be the inline-6 still present in the Supra instead of the inline-4 as well as an increase in length and wheelbase to conform with the overall larger engine. Toyota's continued market competition with Nissan is shown by the Supra's use of a rear hatch sun shade to avoid the louvres popularly associated with the Z car. Owing to an increase in the Supra's width, it was no longer regarded as a "compact" under
Japanese dimension regulations. In 1981, Japanese buyers were offered an alternative to the Celica XX fastback bodystyle, called the
Toyota Soarer coupe, which was offered at a different Japanese Toyota dealership network called the "
Toyota Store", as the Celica XX was sold at the "Toyota Corolla Store".
L-type and P-type[edit]
In the North American market, the Celica Supra was available in two distinct models
[citation needed]. There was the "Performance Type" (P-type) and the "Luxury Type" (L-type). While being mechanically identical, they were differentiated by the available options; tire size, wheel size, and body trim. The P-type had fiberglass fender flares over the wheel wells, while the L-type did not. The P-type was also standard with the more sporty eight-way adjustable seats. The P-type did not get the option of a leather interior until 1983. All editions of the P-type had the same 14x7-inch aluminum alloy wheels and throughout the years the L-type had 14x5.5-inch wheels until 1985 when they were changed to a P-type styled 15x6. The L-type also had the option of a digital dash with
trip computer; some Canadian models had this option as well as a few rare instances of American models
[citation needed]. The digital dash featured a digital tachometer, digital speedometer, and electronic fuel level and coolant level gauges. The trip computer could calculate and display various things such as
fuel economy in miles-per-gallon,
estimated time of arrival (ETA), and distance remaining to destination. Excluding the 1982 model, all P-types were available with headlight washers as an option, but the L-types were never given such an option. Although gear ratios changed throughout the years, all P-types came standard with a
limited slip differential.
For 1982, in the North American market, the Celica Supra's engine was the 2,759 cc (2.759 L; 168.4 cu in) 12-valve (two valves per cylinder)
DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 lb·ft (210 N·m) of torque. The engine utilized an 8.8:1 compression ratio to achieve the power and featured a vacuum advanced distributor. When the car debuted it clocked a 0–60 time of 9.8 seconds and netted a 17.2 second 1/4 mile at 80 mph (130 km/h)
[9]
The standard transmission for this year was the
W58 5-speed manual with the
A43DL 4-speed automatic transmission being an option for L-types. Both transmissions featured an
overdrive gear and the automatic featured a locking torque converter. The top gear in the 5-speed was its overdrive whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The 1982 model's rear differential featured a 3.72:1 ratio. The Celica Supra's four-wheel
independent suspension was specially tuned and designed by
Lotus and featured variable assisted power
rack-and-pinion steering and
MacPherson struts up front. At the rear, it had
semi-trailing arm suspension with coil springs and a stabilizer bar
[citation needed]. Braking on the Celica Supra was handled by four-wheel
disc brakes[citation needed].
On the inside, this generation had standard
power windows,
power door locks, and power mirrors as well as a tilt steering wheel. The power door lock was located in the center console next to the power mirror control. The analog dash of this year only went to 85 mph (140 km/h) in North America. The optional automatic climate control on the Mark I was renovated and was now seen as a standard feature on the Mark II. Cruise control was standard in this generation. Toyota also included the retractable map light as standard, just like the Mark I Supras. Some options included the addition of a
sunroof, two-tone paint schemes, and a five-speaker AM/FM/MPX tuner with
cassette. The optional cassette stereo featured a 105-watt power amplifier and a seven-band graphic equalizer. The standard stereo was a five-channel AM/FM/MPX tuner. Leather was an option on L-types of this year, but P-types were limited to standard striped cloth.
The AM/FM antenna was integrated into the front windshield rather than a typical external mast antenna. There was a key lock on the gas tank door (in lieu of a remote release) and the hatch and rear bumper were black regardless of paint color on the rest of the car. The P-types were available with an optional rear sunshade above the hatch glass. The lights in the rear featured a reverse light in the center and the door handles opened the doors by pulling sideways. The front nose badge and B-pillar only read "Supra" for the first several months of production, but were changed to read "Celica Supra" midway through the model year. L-types had front and rear mudflaps but P-types of this year did not.
For the 1983 models not much was altered, but there was an increase in power output to 150 hp (112 kW) and 159 lb·ft (216 N·m) of torque from the same 5M-GE. The only real change in the engine area was the switch from a vacuum advanced to an electronic advanced distributor, yet that did not increase the power. Toyota switched to a 4.10:1 rear gear ratio for the P-type and a 3.73:1 for the L-type. As for the optional automatic transmission, they replaced the
A43DL 4-speed with a newly designed
A43DE 4-speed. It featured an electronic controller that would adjust its shift pattern for a balance between performance and economy. It was the first in the industry to provide an electronically controlled transmission (ECT). This allowed the driver to choose either the "power" driving mode or "normal" driving mode at the touch of the button. The power mode provided the quickest acceleration and the normal mode provided the best all-around performance.
On the inside of the car there were virtually no changes, but changes to the exterior included a switch to a power mast antenna, mudflaps on all models, and the addition of headlight washers on P-types. All B-pillar and nose badges for cars sold in North America read "Celica Supra" and only P-types were available in two-tone color schemes.
In 1984, Toyota changed quite a bit on the Supra. Power output was increased on the 5-speed models with a bump up to 160 hp (119 kW) and 163 lb·ft (221 N·m) of torque. The increase was achieved by a mixture of a redesigned intake manifold with "D"-shaped intake runners and an increase in compression ratio to: 9.2:1.
[2] Another notable change in the 5-speeds was the switch to a 4.30:1 gear ratio in the rear differential. All automatic Supras retained the previous years power numbers, but the rear gear ratio was changed to a 4.10:1.
The most notable exterior change was the switch to wraparound front turn signals. Also on the outside the tail-lights were redesigned and the hatch received a billboard "Supra" sticker instead of the smaller sticker, which was previously positioned on the right. The rear hatch and bumper was changed and received the same color as the rest of the car (instead of the black of previous years). The door handles were also switched around, opening by pulling up instead of sideways. This year Toyota also decided to offer two-tone paint schemes on both the P-type and L-type.
Some interior controls such as the steering wheel, cruise control, and door lock switch were redesigned. Toyota included a 130 mph (210 km/h) speedometer instead of the traditional 85 mph (140 km/h) one and the automatic climate control display was also changed. The previous year's cassette and equalizer stereo option was now made a standard feature.
1985–1986[edit]
The Supra was altered again in 1985. On the engine side, power output was increased to 161 hp (120 kW) and 169 lb·ft (229 N·m) of torque. All Supras this year had the same amount of power (both automatics and 5-speeds). The engine received a redesigned
throttle position sensor (TPS) as well as a new
EGR system and knock sensor. With the slight increase in power the Supra was able to propel itself from 0–60 mph in 8.4 seconds and netted a 16.1 second quarter mile at 85 mph (137 km/h).
[10]
Other changes would be a redesigned, more integrated sunshade and spoiler on the rear hatch. The rear spoiler was changed from a one-piece to a two-piece. The L-types of this year were not available with a leather interior, but P-types were. Toyota added a standard factory theft deterrent system and the outside mirrors were equipped with a defogger that activated with the rear defroster. All Supras this year received automatic-off lights that also encompassed an automatic illuminated entry and fade-out system.
While 1985 was to be the last year of the second generation model, delays in production of the third generation model led to a surplus of second generation Supras. During the first half of 1986 the 1985 Mark II P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brake light on the hatch. These were all labelled officially as 1986 models. P-types were the only model available in 1986.
Mark IIs around the world[edit]
The second generation Supra came in a variety of options around the world as well as only being offered during select years.
Most of Europe[edit]
- Sold from 1982 to 1986.
- 82–83: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 174 hp (130 kW) and 207 lb·ft (281 N·m) of torque. Analog dash, no fender flares.
- 84–86: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb·ft (287 N·m) of torque. Digital dash, P-Type fender flares.
Great Britain[edit]
- Sold from 1982 to 1986.
- 82–83: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb·ft (287 N·m) of torque. Analog dash, no fender flares.
- 84–86: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb·ft (287 N·m) of torque. Digital dash, P-Type fender flares.
Australia, Sweden, & Switzerland[edit]
- Sold from 1984 to 1986.
- 2,759 cc (2.759 L; 168.4 cu in) SOHC 5M-E 140 PS (103 kW; 138 hp) and 167 lb·ft (226 N·m) of torque.
- The Supra in Australia was sold from 1983 to 1986 had a digital dash, fender flares, 14x7-inch wheels, 84 style lights, single piece spoiler, LSD and optional sunroof. This was the only variant and no L Types were offered.
- In Australia, the Supra (manufactured between 1982 and 1990), was assessed in the Used Car Safety Ratings 2006 as providing "worse than average" protection for its occupants in the event of a crash.
New Zealand[edit]
- Sold from 1984 to 1985
- 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb·ft (287 N·m) of torque. Digital dash, P-Type fender flares.
Quick information[edit]
Celica Supra (A60-series) quick information by chassis code
| Code | Year | Engine | Power | Torque | Transmission | Market |
|---|
| MA61 | 1982–1983 | 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 174 hp (130 kW) | 207 lb·ft (281 N·m) | 5-speed W57 manual
4-Speed A43DL automatic (1982)
4-Speed A43DE automatic (1983) | EUR GBR |
|---|
| 2,759 cc (2.8 L; 168.4 cu in) 5M-GEU I6 | 160 hp (119 kW) | 150 lb·ft (203 N·m) | 5-speed W58 manual | JPN |
| 1984–1986 | 2,759 cc (2.8 L; 168.4 cu in) 5M-E I6 | 140 hp (104 kW) | 167 lb·ft (226 N·m) | 5-speed W57 or W58 manual
4-Speed A43DE automatic | AUS CH SWE |
| 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 178 hp (133 kW) | 170 lb·ft (230 N·m) | EUR GBR NZL |
| 2,759 cc (2.8 L; 168.4 cu in) 5M-GEU I6 | 160 hp (119 kW) | 150 lb·ft (203 N·m) | 5-speed W58 manual | JPN |
| MA63 | 1982 | 1,988 cc (2.0 L; 121.3 cu in) M-TEU turbo I6 | 145 hp (108 kW) | 156 lb·ft (212 N·m) | 4-Speed A43D Automatic | JPN |
|---|
| 1983–1985 | 1,988 cc (2.0 L; 121.3 cu in) M-TEU turbo I6 | 160 hp (119 kW) | 170 lb·ft (230 N·m) |
| MA67 | 1982 | 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 145 hp (108 kW) | 155 lb·ft (210 N·m) | 5-speed W58 manual
4-Speed A43DL automatic | CAN USA |
|---|
| 1983 | 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 150 hp (112 kW) | 159 lb·ft (216 N·m) | 5-speed W58 manual
4-Speed A43DE automatic |
| 1984 | 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 160 hp (119 kW) | 163 lb·ft (221 N·m) | 5-speed W58 manual |
| 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 150 hp (112 kW) | 159 lb·ft (216 N·m) | 4-Speed A43DE automatic |
| 1985–1986 | 2,759 cc (2.8 L; 168.4 cu in) 5M-GE I6 | 161 hp (120 kW) | 169 lb·ft (229 N·m) | 5-speed W58 manual
4-Speed A43DE automatic |
| GA61 | 1982–1985 | 1,988 cc (2.0 L; 121.3 cu in) 1G-EU I6 | 125 hp (93 kW) | 127 lb·ft (172 N·m) | 5-speed W55 manual
4-Speed A43DL automatic | JPN |
|---|
| 1982–1985 | 1,988 cc (2.0 L; 121.3 cu in) 1G-GEU I6 | 160 hp (119 kW) | 134 lb·ft (182 N·m) | 5-speed W55 manual |
Mark III (A70; 1986–1992)[edit]
| A70 |
|---|
 |
| Overview |
|---|
| Also called | Toyota Supra A70 |
|---|
| Production | May 1986–1993 |
|---|
| Body and chassis |
|---|
| Body style | fastback coupe |
|---|
| Platform | A70 |
|---|
| Powertrain |
|---|
| Engine |
2,954 cc (2.954 L; 180.3 cu in) 7M-GTE I6 |
|---|
| Transmission |
4-Speed A340E automatic |
|---|
| Dimensions |
|---|
| Wheelbase | 2,596 mm (102.2 in) |
|---|
| Length | 4,620 mm (181.9 in) |
|---|
| Width | 1,745 mm (68.7 in) |
|---|
| Height | 1,310 mm (51.6 in) (1986.5–88)
1,301 mm (51.2 in) (1989–92) |
|---|
| Curb weight | 1,537 kg (3,389 lb) (manual)
1,595 kg (3,516 lb) (automatic) |
|---|
In May 1986, Toyota was ready to release its next version of the Supra. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front-wheel drive, utilizing the
Toyota "T" platform associated with the
Toyota Corona, while the Supra kept its rear-wheel-drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (149 kW) inline 6. Although only available in
naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the
Toyota Soarer for the Japanese market.
The new Mark III Supra engine, the
Toyota 7M-GE, was the flagship engine of Toyota's arsenal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged
7M-GTE engine was Toyota's first distributor-less engine offered in the US which used coil packs sitting on the cam covers and a cam position sensor driven by the exhaust camshaft.
[11] It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) and 254 lb·ft (344 N·m) in 1989. This was mostly due to a redesign of the wastegate. All models used the same tire size of 225/50R16 on 16x7 inch wheels. Spare tires were full-sized but on steel wheels.
Owing to a large error in the factory head bolt torque specifications (likely owing to switching away from using an asbestos head gasket in lieu of a copper one), all of these engines had severe problems with blown head gaskets. Toyota never issued a recall for any of the affected vehicles. The problem could be easily fixed by replacing the head gasket and torquing the head bolts to 75 lb·ft (102 N·m) of torque. However, owing to the lack of a recall or appropriate service bulletin, the head gasket problem would recur in another 75,000 miles or so if the gasket was replaced and the bolts were retorqued to the erroneous service manual specifications of 56 lb·ft (76 N·m). With the head bolts torqued correctly, the engines were otherwise extremely durable.
The naturally aspirated came as standard issue with the
W58 manual transmission. The turbo versions included the more robust
R154 manual transmission. Both were available with the optional 4-speed
A340E automatic transmission.
The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 3-channel
ABS and
TEMS which gave the driver 2 settings which affected the damper rates; a third was automatically activated at
WOT, hard braking, and high speed maneuvering. HKS also made a "TEMS Controller" to hack the system and activate it on the fly, though the controllers are now nearly impossible to find.
ACIS (Acoustic Controlled Induction System), a method of controlling air compression pulses inside the intake piping to increase power, was also a part of the 7M-GE's technological arsenal. All models were fitted with double
wishbone suspension front and rear. A targa top was offered along with a metal power sliding sunroof (added in '91).
Total Supra MkIII's produced: 108,565
The third generation Supra was introduced in May 1986 as a free standing model, officially separating it from the Celica. Whereas the Celica became a front-wheel-drive sport coupe, the Supra retained its image as a rear-wheel-drive sports/GT car. The new Supra would continue to move upscale and become a showcase for Toyota technology. Originally meant to be released in 1985, production delays caused the model to actually be introduced mid year.
[citation needed] The all new Supra was powered by a 3.0-liter DOHC inline six-cylinder engine rated at 200 bhp. Notable features included an electronically controlled independent suspension (called the Toyota Electronic Modulated Suspension – TEMS), and a removable Sport-Roof panel (Targa top).
The first Supra Turbo was introduced in 1987. The inter-cooled, turbo charged version of the 3.0-liter inline 6-cylinder engine boosted power to 230 hp (172 kW; 233 PS) 240 lb·ft (325 N·m). The Turbo model also included an engine oil cooler and integrated rear spoiler. The sports package, which was standard on the Turbo and optional on the base model, included a limited slip differential (LSD), TEMS, and headlamp washers. A new Anti-Lock Braking System (ABS) was optional on both models. Also in 87 a new beige/tan color combination was implemented, and only 1000 models were produced with this scheme.
Not much changed for the 1988 year, with the exception of the dropping of two-toned brown exterior paint. The turbo spoiler brake light changed from a square, to a trapezoid shape. Seat pattern was changed from squares to lines, and "foil" on climate control and switch gear changed from light to dark gray.
During the year of 1989, modifications to the wastegate actuator, feed location and engine management netted another 2 hp (1 kW) on the turbo model. The engine mount and brace were also changed in late 1989, with the exact date not known as of this writing. The changes made to the cross member and mounts made to accommodate the 1JZ engine for Japan models. The protective body molding was also changed by taking away the steel reinforcement. This made the molding lighter and prevented the rusting problem on the previous years. The "white package" was introduced as well, featuring white body molding and white wheels. Interior choices were limited to blue and burgundy only. Other than pure cosmetics, there was nothing different from other models. All models received rear 3 point seat belts to replace the previous years' two point lap belts. New tail lights, front bumper with integrated lower grille (as opposed to the previous years' detachable grille), side mirrors, turn signals, upper grilles, foglights, steering wheel, door panels, climate control, window switches and bezels, and stereo. Addition of coat hooks on B-pillar and removal of rear seat pockets round out interior changes. Turbo models received three piece spoiler with integrated
LED brake light. 1989 also marked the end of headlight washers in the U.S. and SuperMonitor; an advanced system offered by Toyota able to calculate miles able to be traveled on current tank, ability to check vehicle codes from inside the cabin, among other features.
For the 1990 model year, changes included larger protective laminate in front of rear wheels, lower redline (owing to the heavier crank with cylinders 2 & 5 counterbalanced), redesigned steering wheel with cruise control relocated to a stalk on the right side. In addition to an
airbag and airbag indicator light on dash, there was also a redesign of the left side switch panel, which replaced one of the coin slots with the dimmer. Lower dash panel became a two piece design, which was also much heavier than the previous one piece panel owing to a change in material. Finally the memory lever on the steering column was removed.
For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16x7 aluminum alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels. Body molding changed in color to better match the exterior. The front "Supra" emblem was also changed to the current corporate oval Toyota symbol. The speedometer was also revised, and included more lines in the speedometer, that were removed in 1989, but still did not have as many (one line per mph) as 86.5 to 1988 models. New interior colors shadow gray and deep red were introduced, which marked the end of medium gray, tan and burgundy. Blue became only available on white packages, and those with blue paint. Burgundy was replaced with white package-only deep red. Every other body color received shadow gray, with leather interiors retaining medium gray seats and interior inserts. Front speakers were changed from 3.5" to 6.5" and the speaker cover was also enlarged to accommodate them.
For 1992 leather shadow gray interiors received black seats and inserts. Non-turbo models lost the option of a targa top, and a new optional subwoofer was available. Subwoofer-equipped Supras did without the rear bins, and wooden "floorboard." Instead rear carpet was molded to the spare tire, and there was a cut-out for the woofer housing.
JZA70 and GA70[edit]
The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 PS (206 kW) twin-turbo
1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and the GA70 with a 2.0 L 210 PS (154 kW) twin-turbo
1G-GTE and non turbo
1G-GEU.
A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had a Torsen differential, Bilstein suspension, larger diameter sway bars, Recaro seats, Momo wheel and gear knob and matching interior trim. The front lip included front brake ducts. The Twin Turbo R introduced the color option Metallic Dark Green.
Turbo A[edit]
The Turbo-A was Toyota's evolution model for [Group A] Japanese Touring Car Championships (JTCC) all over the world which required a minimum
homologationrun of 500 units which were only sold in Japan and was produced between August and September 1988. Thus the term 88 Spec A. Some noted differences between the standard Supra 3.0 GT and the Turbo-A model are both cosmetic and some mechanical. The engine came with a special head that had less valve shrouding, and clearance cut for higher lift cams. TRD sourced cams helped increase valve lift and the stock CT-26 turbo had a slightly larger inducer. The intercooler had extra rows of cooling tubes and the intercooler piping was larger in diameter. The turbo-A had a 65mm throttle body, instead of the standard 7M-GTE 60&mm size.
The fuel management used a MAP system, instead of the standard Karmen Vortex AFM and is a popular and easy swop-out for stand-alone management systems. The front bumper and the 3-piece spoiler and taillights were used on all Japanese market and US market cars. European market vehicles starting in 1989 instead of the typical 86–88 set, were sold in a stealthy plain white, without decals or the 3-piece tailgate spoiler. The front nose however features an additional "Turbo A duct" to add airflow to the heat exchangers. Also unique was the side decal and rear badging ("3.0GT Turbo A") and a black paint job (paint code 202) on Japanese and US market cars. All Japanese Turbo-As came standard with grey leather interior featuring a Momo-sourced steering wheel and shift knob. European models have velour, once again rendering them incognito among the lesser 3.0GT models. Its engine bay features a 266 hp (198 kW) 7M-GTEU.
The car did not win as many races as hoped as it was bumped up a class due to engine size. Being a 3.0L, it was forced to run with more weight whereas the equally powerful, higher revving but slightly smaller capacity
R32 Skyline GTR did not have the same weight restriction. It was soon outperformed by the Skyline GT-R R32 when it made its debut in 1990. For the
Japanese Touring Car Championship (JTCC), Toyota would in 1991 switch to racing the
Corolla Levins instead in the lower category until the series final year in 1993. However in the less 'limited' racing, like Group B Rally Championships, National Drag racing, Hill climbs, Sprint Events and Clubmans series, the Supra Turbo-A did considerably better.
All Turbo-A cars were fitted with a TRD-sourced torque-vectoring mechanical limited-slip differential with 50:50 left:right lockup on full throttle. TRD was also responsible for the thick rear-anti squat tram-rods which was integral to the multi-link rear suspension setup to control rear squat under hard acceleration and launching.
Quick information[edit]
Mark III Quick information by Chassis code
| Code | Year | Engine | Power | Torque | Transmission | Market |
|---|
| MA70 | May 1986 – May 1993 | 2,954 cc (2.954 L; 180.3 cu in) Toyota 7M-GE I6 | 200 hp (149 kW; 203 PS) | 196 lb·ft (266 N·m) | 5-speed W58 manual
4-speed A340E automatic | CAN EUR USA |
|---|
| 2,954 cc (2.954 L; 180.3 cu in) 7M-GTE turbo I6 | 230 hp (172 kW; 233 PS) | 240 lb·ft (325 N·m) | 5-speed R154 manual
4-speed A340E automatic | CAN EUR JPN USA |
| GA70 | May 1986 – 1992 | 1,988 cc (1.988 L; 121.3 cu in) 1G-GEU I6 | 160 hp (119 kW; 162 PS) | 130 lb·ft (176 N·m) | 5-speed W58 manual
4-speed A340E automatic | JPN |
|---|
| 1,988 cc (1.988 L; 121.3 cu in) 1G-GTE twin-turbo I6 | 205 hp (153 kW; 208 PS) | 180 lb·ft (244 N·m) | 5-speed W58 manual
4-speed A340E automatic | JPN |
| JZA70 | 1990–1993 | 2,491 cc (2.491 L; 152.0 cu in) 1JZ-GTE twin-turbo I6 | 276 hp (206 kW; 280 PS) | 268 lb·ft (363 N·m) | 5-speed R154 manual
4-speed A340E automatic | JPN |
|---|
Mark IV (A80; 1993–2002)[edit]
| Mark IV |
|---|
 |
| Overview |
|---|
| Also called | Toyota Supra Mark IV |
|---|
| Production | Dec 1992[13]–Aug 2002 |
|---|
| Assembly | Toyota City, Aichi, Japan(Motomachi plant)[14] |
|---|
| Body and chassis |
|---|
| Body style | fastback coupe |
|---|
| Platform | A80 |
|---|
| Related | Toyota Soarer (Z30)
Lexus SC (first generation)
Ohno Naomi III[15] |
|---|
| Powertrain |
|---|
| Engine |
2,997 cc (2.997 L; 182.9 cu in)Toyota 2JZ-GTE I6 |
|---|
| Transmission |
4-speed A340E automatic |
|---|
| Dimensions |
|---|
| Wheelbase | 2,550 mm (100.4 in) |
|---|
| Length | 4,515 mm (177.8 in) (1993–1998)
4,514 mm (177.7 in) (1999–2002) |
|---|
| Width | 1,811 mm (71.3 in) |
|---|
| Height | 1,265 mm (49.8 in) (1993–1998)
1,275 mm (50.2 in) (1999–2002) |
|---|
| Curb weight | 1,460 kg (3,219 lb) (non-turbo)
1,550 kg (3,417 lb) (turbo) |
|---|
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the
Z30 Soarer (
Lexus SC300/400), test model pre-production started in December 1992 with 20 models,
[13] and official mass production began in April 1993.
[13] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a
naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a
twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the
Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm.
[13] The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h).
[16] The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake on the
hood. Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the
Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed
Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires. All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan
Mazda RX-7 and all aluminium bodied
Acura/Honda NSX, but it was lighter than the
Nissan 300ZX and
Mitsubishi 3000GT VR-4.
[17]
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to
OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock Mark IV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10
One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the Mark IV managed remarkable
skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft)
[18] The Mark IV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m),
[19] the best braking performance of any production car tested in 1997 by
Car and Driver magazine. This record was finally broken in 2004 by a
Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km
CO
2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had
CO
2 emissions in the range of 224 g/km.
[citation needed]
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in
California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
Possible successor[edit]
Rear view: 2007 Toyota FT-HS
Front view: 2007 Toyota FT-HS
Motor Trend has reported a possible Supra successor could be based on the
Toyota FT-HS (Future Toyota-Hybrid Sport),
[20]which debuted at the 2007
North American International Auto Show. A Supra successor could be powered by a 3.5-liter V-6 hybrid system generating over 400 hp. Toyota says it is not rushing the Supra successor but instead is waiting to see how the sales and interests of its GT86/FR-S goes.
[21]
In 2010, Toyota applied for a trademark to the Supra name. The trademark must be used within three years for it to be valid.
[22] In December 2011, Autoguide reported a possible Supra replacement that would sit above the
Toyota 86.
[23]Tetsuya Tada, the chief engineer of the Toyota 86/Scion FR-S told reporters in Germany "the president (Akio Toyoda) has asked me to make a successor to the Supra as soon as possible."
[24]
In late 2013, AutoBlog reported a Supra successor concept was coming to the January 2014 North American International Auto Show.
[25] On January 13, Toyota unveiled its new
FT-1 concept car. Little is known about this new concept car; other than that it has a front engine and rear wheel drive layout. Toyota did also state their new concept car draws inspiration from Toyota's past sports cars like the 2000GT, Supra, MR-2, and 2007
FT-HS concept car. Toyota did not state whether the FT-1 would use the Supra name, or if it was even bound for production. However, Toyota did say if the FT-1 is approved from production to expect a price tag of around
US$60,000.
[26]
On February 10, 2014, Toyota submitted an application to the United States Patent and Trademark Office to renew the Supra trademark.
[27]
Motorsport[edit]
United States timeline[edit]
- 1979 – Celica Supra Mark I introduced with 2,563 cc (2.563 L; 156.4 cu in) SOHC 4M-E I6 engine.
- 1981 – Mark I engine displacement upped to 2,759 cc (2.759 L; 168.4 cu in) with SOHC 5M-E I6 engine.
- 1982 – Mark II Celica Supra introduced with a 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE I6 engine.
- 1986–1986.5 Mark III Supra introduced on its own platform with 2,954 cc (2.954 L; 180.3 cu in) DOHC 7M-GE I6 engine.
- 1987 – Option of turbocharger to 2,954 cc (2.954 L; 180.3 cu in) DOHC 7M-GTE engine that produces 230 hp (172 kW) 245 lb·ft (332 N·m).
- 1989 – Restyled. Turbo power increase to 232 hp (173 kW) & 250 lb·ft (339 N·m).
- 1993–1993.5 Mark IV Supra introduced with 2,997 cc (2.997 L; 182.9 cu in) turbo (2JZ-GTE) or non-turbo (2JZ-GE) DOHC engine.
- 1996 – Turbo only available with automatic transmission owing to OBD2 certification requirements. Targa roof standard on all turbo models.
- 1997 – Manual transmission available on turbo models. Restyled front bumper and grey (instead of black) taillight surrounds. Restyled headlights, now black on the inside with chrome rings (all chrome previously) and a clearer lens. All 1997 labeled as 15th Anniversary model. New grey dash panels to replace the previous black. Japanese production stopped in September.
- 1998 – Slight restyling of interior. 3-spoke steering wheel introduced. Slightly updated seat design (headrest is no longer separate) VVT-i on non-turbo models which increased power. Turbos not available in states that require California emissions.
- 1999 – Export of Mark IV Supra halted in the U.S., production in Japan continues.
- 2002 – Production of Mark IV Supra halts.
During its history the
Toyota Supra has enjoyed considerable success in a variety of different motorsports.
Drag racing[edit]
The Supra has a history of professional drag racing, mainly in Japan and the United States. The
HKS team have used both the Mk III and Mk IV to showcase its products, known as the
HKS Drag Supra. This Supra was driven by Charlie Goncalves Catanho. It was mainly built on a custom chassis with a
carbon fiber body, the Mk III version housed a de-stroked 2.89-liter twin-turbo
7M-GTE, good for 800 bhp (600 kW) at over 9000 rpm, giving a best quarter mile time of 8.09 seconds.
[1]
One of the first Pro Mod driver in import drag racing,
Vinny Ten used a Supra to hold national records for drag racing in the United States between 1997 to 2000 as well as being the first in the US to build a 1,000 bhp (700 kW) Japanese engine without the need of
nitrous or
alcohol fuel. Ten also achieved the first for the Supra to break into the 12 to 8 second barriers as well as achieving a speed of over 120 to 160 mph (260 km/h). Ten has since taken his Supra into the six second barrier.
[2]
Craig Paisley, another pioneer of sport compact drag racing, also used a nitrous-assisted Supra, his first sport compact, to compete in the same category. He achieved a best of 8.2-second e.t.s at more than 160 mph (260 km/h) and would switch to the factory supported Tacoma by 2002.
[3][4] Paisley was also the first sport compact racer to receive factory sponsorship and support. Toyota became the first Japanese car company to ever get involved with drag racing.
After years of competing in other cars, in 2002, HKS returned with the Mk IV version of the HKS Drag Supra, driven by
Tetsuya "Dryhopp" Kawasaki,
[5] its 4.0 liter
1UZ-FE V-8, equipped with two prototype HKS GT3540 turbos, HKS rods and billet crank and stock valves, producing in total of 1,479 bhp (1,103 kW).
[6][7]
In 2003, the Supra was to compete in the
NHRA Sport Compact Series, but the car became ineligible when the category it was to enter in, Pro V8, was axed at the beginning of the year, therefore it was permitted to perform demonstration runs throughout the season, where at a round at Old Bridge Township Raceway Park, Englishtown, the Supra took the car's record time of 6.893 ET at 193.13 mph (310.81 km/h), eclipsing its best in Japan of 7.277 posted at
Sendai Hi-Land Raceway.
[5]
In 2002, at NHRA's Street Tire Class, the unibodied Titan Motorsport Supra of Mark Mazurowski broke the all-season record breaking dominance of Ari Yallon's Rotary Performance RX-7 to take the title and became the fastest uni-body Supra in the world with a time of 9.42 second and 157.56 mph (253.57 km/h) at
Maple Grove Raceway,
Pennsylvania, despite a quicker time at
Houston Raceway Park of 9.002 at 160.40 which was unrecorded.
[8]
The Supra won all but the first round, losing at a final to Yallon.
[9] With the cancellation of the Street Tire Class, Titan would move to the Pro RWD class with a 2JZ-GTE powered Celica
[10] The Supra was used by
BF Goodrich to advertise its Drag Radials tires which it was equipped with.
Many cars that appeared in the series would appear in the
NDRA (NOPI Drag Racing Association) BF Goodrich Tires Pro Street Tire series.
[citation needed]
In the
United Kingdom, Steve Whittaker used a 900 bhp (671 kW) Mk III built around a Pro style chassis to achieve a best of 8.207@169.89 mph.
[11]
Sriyantha Weerasuria (SW) and Boost Logic were able to achieve a 246 mph (396 km/h) pass at The Texas Mile and a 7.91@189.9 quarter mile pass with the stock Getrag V160 transmission. Sriyantha Weerasuria also holds the record for fasted quarter mile in a manual transmission vehicle (which was done in a Supra).
[citation needed]
At TX2K10 (a national Supra meet that takes place annually in Texas), Boost Logic made a quarter-mile pass with their drag car with a time of 7.59@189 mph. The car was driven by Kean Wang.
[citation needed]
The record is now held by Ebrahim Kanoo of Bahrain with driver, Gary White. His 10.5 Supra (10.5" wide tire) ran 6.23@227 mph in the quarter mile. He also holds the Supra IRS (Independent Rear Suspension) record with his IRS Supra that ran 7.18@200 mph in the quarter mile. Both cars were built and tuned by Titan Motorsports.
[citation needed]
Touring car[edit]
The Mk II Celica Supras, debuted in 1983, although relatively underpowered to be a serious contender against the
Rover SD1 and
BMW 635CSI, managed to be competitive despite this, being driven by drivers such as
Win Percy, which he took it to win a BTCC round at
Brands Hatch [12]
When its star driver, Percy was tempted away by rival
Tom Walkinshaw and his
TWR prepared
Jaguar XJS V12, Toyota GB took on
Grand Prix motorcycle racing star
Barry Sheene, following his retirement from motorcycle racing, for the 1985
BTCC season, but the car was outclassed by the newer turbocharged cars and Sheene's performance was hampered by past
motorcycle racing injuries. Nevertheless, he drew in the crowds and would retire from professional racing at the end of the season.
[13]
When the Mk II was replaced by the Mk III Supra, like the Mk II, it had varying degrees of success but both
TOM'S and
SARD, who competed only in 1988, fared better in Japan with the TOM'S team winning on its debut in 1987. In all, eleven
MA70 Group-A turbos were built by
TRD Japan for racing.
[14]
The reason for lack of success was its larger engine capacity requiring it to run at a higher curb weight required by the regulations and also its lack of development. As the
Ford Sierra Cosworth RS500, then the more advanced
Nissan Skyline GT-R became the car to have. The Supra was abandoned at the end of the season in favour of the
Toyota Corolla AE101 in 1991, and only a few were kept in competition by privateers until the end of the season.
[14]
Rallying[edit]
Toyota sold the car off after the 1985 season.
[12]
Following the demise of
Group B and upon insistence by Toyota management, its rally entrant
Toyota Team Europe used the Supra to specialize in African rallies while the lighter Celica took the job for the other rallies.
[15] The Supra 3.0i made Toyota's
Group A debut with the Supra which was capable of producing 290 bhp (216 kW), despite its weight and size being a clear disadvantage, driven by
Björn Waldegaard, it led the 1987
Safari Rally until its final day when engine overheated.
[15] The Supra scored its only win in the
Hong Kong - Beijing Rally with the same driver. The NA version was shortly replaced by the 400 bhp (300 kW) turbo version, which on its debut at the
Rallye Côte d'Ivoire, the Supra led but the team withdrew when their hired
Cessna 340 crashed, killing the team manager,
Henry Liddon and his assistant, Nigel Harris, plus a pilot and navigator.
[16] TTE would return for its African attempt for the following two years but was unable to repeat its performance and was replaced by the Celica which achieved better successes there.
[15]
Sportscar racing[edit]
The Mk III Supra, which replaced the Mk II Celica, competed in the
IMSA Camel GT series by
Kent Racing and
All American Racers in 1983 in the GTU (Grand Touring, under 3.0-liter) category, later in the season, AAR inherited the racing program of Kent Racing, although superior to the AAR cars, the semi-tube frame car Kent Racing used housed a 300 hp (220 kW), 2030 cc, 16-valve DOHC engine. Feeling that the car needs to be developed, it underwent further redesign by aerodynamicist Hiro Fujimori.
[17]
For the 1985 season, AAR specially adapted a 2.1-liter turbocharged 4T-GT engine to one of their GTU car to be used at the GTO category, which scored a win at Laguna Seca, that car would later be used for engine development. Despite heavy copmpetition against the RX-7s, by the time they progressed to the higher GTO category in 1986 with a Celica, they had taken 10 GTU victories.
[17]
U.S. Super Lap Battles[edit]
Matt Andrews piloted Curtis Chen's Mk IV Supra to a win at the 2008 Super Lap Battle Finals in the Street RWD division with a time of 1:57:711. Previously his car took home overall street class in 2006.
Magazine Challenges[edit]
Matt Andrews and Al Rhee piloted Curtis Chen's Mk IV Supra in the road racing and drag racing tests representing Super Street Magazine for the 2010 Castrol Syntec Top Car Challenge. The Team came in first place followed by a Modified R35 GTR.
JGTC/Super GT[edit]
Since first appearing in 1995, Toyota has raced the JZA80 Supra as a GT500 race car in the
JGTC series. Beginning with a four cylinder 2.1-liter turbocharged
4T-GTE mounted onto a stock bodyshell with wide arch
body kit and spoiler.
[18]
Over the years, as demands for expensive GT1 race specials became common, the JGTC regulation drifted away from
FIA rules, as a result, the Supra has progressively underwent numerous changes over the years,
[19] most noticeable, the numerous body changes and by the late 1990s, the Supra used a developed version of the
3SG,
[20] which was developed from the IMSA engine and similar to the 3SGTE engine found
Toyota Corolla WRC car.
[21] By the early 2000s, for the benefit of
torque, the Supra moved on to
3UZ-FE V8 engine.
Altogether, the Supra has taken the title four times in 1997, 2001, 2002 and 2005. Despite being out of production since 2002, factory teams continued to use JZA80 Supras with continues successes. The car's swansong competitive year was in 2006, when it was used by Toyota Team Tsuchiya and Toyota Team SARD,
[22] since then, the Supra has since being replaced by the
Lexus SC
Le Mans[edit]
The JGTC specification Supra made its
Le Mans debut in
1995 by the factory backed
SARD team which it finished 14th, the team returned again for the
following year which they did not finish.
Supra HV-R[edit]
The Supra HV-R is a
hybrid race car based on the Super GT Supra jointly developed by Toyota and Toyota Team
SARD. The four-wheel drive HV-R combines a 4.5 L V8 (480 hp) from its Super GT
UZ-FE engine, a rear-axle-mounted electric motor (200 hp), and two front in-wheel electric motors (13 hp each) to generate over 700 hp (520 kW). The car weighs 2,380 pounds (1,080 kg).
[23]
The
Denso SARD Supra HV-R became the first hybrid race car in history to win a race when Toyota Team
SARD took first place in the
Tokachi 24-hour, a
Super Taikyu race, on July 16, 2007. The car completed 616 laps, 19 laps ahead of the second-place finisher.
[24]
Drifting[edit]
Toyota Supra was used for top level
drifting events, Most notably
Manabu Orido, the
D1GP judge turned competitor, who, for personal reasons, chose the JZA80 to be his personal car and his own racecar of
Super GT series
[25] and
Rhys Millen, who briefly converted his Supra race car for use in drift events before selling it on and switching to the works
Pontiac GTO. Fredric Aasbø has been driving Supras in both Norwegian and
US drifting events since 2008,
Mark Luney has also prepared a high-powered Supra to compete within UK events in 2010.
Orido's JZA80 consisted of many parts from his JGTC racer including the tail lights, doors and foot pedals and boasts of over 700 bhp (522 kW) outputted from a modified 3.4 liter engine,
[26] but is set up to run at 600 bhp (447 kW) for reliability. The body work design is designed by fellow D1GP commentator
Manabu Suzuki. In his car debut at
Odaiba, he managed to get into the Best 8 round, after beating
Youichi Imamura, but in the process, his
differential (sourced from a junked Supra) broke and he was unable to get the car repaired on time, as Imamura did not get his car ready on time, Orido had to claim his Best 8 place, which he was unable to take part.
[26]
Throughout the season, Orido could only manage a career best of second place at Ebisu in his only year of drifting in 2005. His professional drifting career ended during a transportation accident, when en route to an Advan Drift Meeting, a sleeping truck driver collided into the back of the truck containing the RS-R Supra, severely damaging the car's front end.
[25][27] When informed, Orido was relieved as he saw it as an opportunity to end his drifting career as it took up a lot of his time.
[27]
Credits go to the following:
