Toyota Supra Specifications

The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider. Starting in mid-1986, the Supra (in its third generation, MKIII) became its own model and was no longer based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra. Due to the similarity and past of the Celica's name, it is frequently mistaken for the Toyota Supra, and vice versa.

The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine. The first three generations were offered with a direct descendant to the Toyota Crown's and 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine. Interior aspects were also similar.

Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo, being blue instead of orange. This logo was used until January 1986, when the MKIII 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.

In 1999, Toyota ceased sales of the Supra in the United States[5] and in 2002 Toyota officially stopped production of the Supra in Japan.

As an iconic sports car, the Supra has appeared in numerous video games, movies, music videos and TV shows. Some of the most notable appearances include the Gran Turismo, Need for Speed, and Midnight Club series of video games and the 2001 film, The Fast and the Furious.

Mark I (1978-1981)
Mark I
Also called Toyota Celica Supra MK I
Toyota Celica XX
Production start Apr 1978
Production end Jun 1981
Platform MA4x, MA5x
Engine(s) 1,988 cc (1.988 L; 121.3 cu in) M-EU I6

1,988 cc (1.988 L; 121.3 cu in) M-TEU I6
2,563 cc (2.563 L; 156.4 cu in) 4M-E I6


2,759 cc (2.759 L; 168.4 cu in) 5M-E I6
Transmission(s) 5-speed W50 manual

4-speed A40D automatic


4-speed A43D automatic
Wheelbase 2,629 mm (103.5 in)
Length 4,615 mm (181.7 in)
Width 1,651 mm (65.0 in)
Height 1,290 mm (50.8 in)
Curb weight 1,270 kg (2,800 lb)
Fuel capacity 60.4 litres (16.0 US gal)

The first generation Supra was based largely upon the Toyota Celica liftback, but was longer by 129.5 mm (5.10 in). 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.

1978
In April 1978 Toyota began production of the Mark I Supra in Japan, as the Toyota Celica XX. It debuted in the United States in Jan 1979. The USA Mark I (chassis code MA46) 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). In April 1978, the Japanese Mark I (chassis code MA45) was offered with a 110 hp (82 kW) 2.0 L 12-valve SOHC inline-6 engine (M-EU). The Japanese Supra was equipped with the smaller 2.0 L engine so that buyers wouldn't incur an additional tax under vehicle size and engine displacement regulations. Both were equipped with electronic fuel injection.

Drive train options for the Mark I were either a 5-speed manual (W50) or an optional 4-speed automatic transmission (A40D). Both transmissions featured an overdrive gear. The top gear in the 5-speed was its overdrive gear whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The drive train for the Supra retained the T series solid rear axle configuration of the Celica in the Japanese MA45 version and a larger F series (and optional Limited Slip Differential) in the MA46 and MA47. The car also came standard with 4-wheel disc brakes and featured a four-link rear suspension with coil springs, lateral track bar, and stabilizer bar. The front suspension consisted of MacPherson struts and a stabilizer bar.

On the inside of the Supra one had an option of 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 tonneau cover under the liftback. The dashboard also contained a state of the art (at the time) AM/FM/MPX 4-speaker stereo radio, analog clock, and tachometer as part of the instrument panel.

1979
In 1979 (MY 1980), the Japanese Mark I (also branded with the MA46 chassis code) was offered with a 145 hp (108 kW) 1,988 cc (1.988 L; 121.3 cu in) 12-valve SOHC Turbocharged inline-6 engine (M-TEU).[citation needed] The engine was equipped with a Garrett T03 Turbo, but was not intercooled. This was the first Toyota engine to utilize a turbocharger.

The changes for the US version were different, but mostly cosmetic. The interior received a redesigned center console and a digital quartz clock. On the exterior were redesigned side view mirrors, 14x5½" aluminum rims are now standard (the previous year had steel rims with plastic wheel covers standard and the aluminum rims were optional). 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.

The official Toyota Supra Site also notes that there was an addition of optional leather-trimmed seating and automatic climate-control.

1980
In August 1980 (MY 1981), the Supra received an upgrade in displacement with the 2,759 cc (2.759 L; 168.4 cu in) 5M-E engine. It is still a 12-valve SOHC engine, but makes 116 hp (87 kW) and 145 lb·ft (197 N·m) of torque. The cars 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. The final year of the MK I Supra it achieved a 0-60 mph time of 10.24 seconds and finished the 1/4 mile in 19.5 seconds at 77.7 mph (125.0 km/h).

Also in 1980, 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 the 8-track cartridge was offered in any Supras.




Quick information
Mark I Quick information by Chassis code Code Year Engine Power Torque Transmission Market
MA45 1978 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 JPN
MA46 2,563 cc (2.563 L; 156.4 cu in) 4M-E I6 110 hp (82 kW) 136 lb·ft (184 N·m) USA
1979 1,988 cc (1.988 L; 121.3 cu in) M-TEU turbo I6 145 hp (108 kW) 156 lb·ft (212 N·m) JPN
2,563 cc (2.563 L; 156.4 cu in) 4M-E I6 110 hp (82 kW) 136 lb·ft (184 N·m) USA
MA47 1980 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 JPN USA

Mark II (1981-1986)
Mark II
Also called Toyota Celica Supra MK II
Toyota Celica XX
Production start Dec 1981 [9]
Production end 1986
Platform MA6x
GA6x
Engine(s) 1,988 cc (1.988 L; 121.3 cu in) M-TEU I6

1,988 cc (1.988 L; 121.3 cu in) M-TE I6
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-E I6


2,759 cc (2.759 L; 168.4 cu in) 5M-GE I6
Transmission(s) 5-speed W58 and W55 manual

4-speed A43DL automatic


4-speed A43DE automatic
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)
Fuel capacity 60.4 litres (16.0 US gal)

In 1981, Toyota completely redesigned the Celica Supra as well as the entire Celica lineup. In Japan, they were known as Celica XX, but everywhere else the Celica Supra name was used. 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 wheel base 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. Due to an increase in the Supra's width, it was no longer regarded as a "compact" under Japanese dimension regulations.

L-type and P-type
In the North American market, the Celica Supra was available in two distinct models. There was the Performance Type (P-type henceforth) and the Luxury Type (L-type henceforth). While being mechanically identical, they were differentiated by the available options; tire sizes, wheel sizes, 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 8-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 aluminum alloy rims and throughout the years the L-Type had 14"x5.5" rims 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. 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 fitted with such an option. Although gear ratios changed throughout the years all P-types came as standard with a limited slip differential.

1981
For 1981 (MY 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 (2 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)[10]


A 1982 MK II L-TypeThe engine had the unfortunate weakness of poor valve seals. This allowed oil to get into the combustion chamber and technically "burn oil." This was often misconstrued as having worn piston rings and needing a rebuild.

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 models' rear differential featured a 3.72:1 ratio. The Celica Supra's 4-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. As for the rear, it had semi-trailing arm suspension with coil springs and a stabilizer bar. Braking on the Celica Supra was handled by 4-wheel disc brakes.

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 MK I was renovated and was now seen as a standard feature on the MK II. Cruise control was standard in this generation. Toyota also included the retractable map light as standard, just like with MK I Supras. Some options included the addition of a sunroof, two-tone paint schemes, and 5-speaker AM/FM/MPX tuner with cassette. The optional cassette stereo featured a 105-watt power amplifier and a 7-band graphic equalizer to control tone. The standard stereo was a 5-channel AM/FM/MPX tuner. Leather was an option on L-Types this year, but P-types were stuck with standard striped cloth.

Externally there was no antenna, it was simply located in the front windshield. There was a key lock on the gas tank door and the hatch and bumper were black no matter what color the rest of the car was. 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". Although it is believed mudflaps weren't introduced on this generation until 1983, all L-types had front and rear mudflaps.

1983
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 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 switched out the A43DL 4-speed for 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 on the outside they decided to switch to a power antenna and it was the first year both the P-Type and L-Type had standard mudflaps. The B-pillar and nose badge were changed to say "Celica Supra" now and only L-Types were available in two-tone color schemes.

1984
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. 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 encompassed a 130 mph (210 km/h) speedometer instead of the traditional 85mph (140 km/h) one and the automatic climate control display was also changed. The previous year's cassette/equalizer stereo option was now made a standard feature.

1985-1986
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. The good news was that all Supras this year had that 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 netting a 16.1 second quarter mile at 85 mph (137 km/h).

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 spoiler. Oddly 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 MK 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.

MK IIs around the world
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
Sold from 1982-1986.
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
Sold from 1982-1986.
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
Sold from 1984-1986.
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 1983-1986 had a digital dash, fender flares, 14x7" 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 Toyota Supra manufactured between 1982–1990, 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
Sold from 1984–1985
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.
Japan
Further information: Toyota Celica XX
Quick information
Mark II Quick information by Chassis code Code Year Engine Power Torque Transmission Market
MA61 1982–1983 2,759 cc (2.759 L; 168.4 cu in) 5M-GE I6 174 hp (130 kW) 207 lb·ft (281 N·m) 5-speed W58 manual
4-Speed A43DL automatic (1982)
4-Speed A43DE automatic (1983) EUR GBR
2,759 cc (2.759 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 (2.759 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 CHE SWE
2,759 cc (2.759 L; 168.4 cu in) 5M-GE I6 178 hp (133 kW) 212 lb·ft (287 N·m) EUR GBR NZL
2,759 cc (2.759 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 (1.988 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 (1.988 L; 121.3 cu in) M-TEU turbo I6 160 hp (119 kW) 170 lb·ft (230 N·m)
MA67 1982 2,759 cc (2.759 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 (2.759 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 (2.759 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 (2.759 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 (2.759 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 (1.988 L; 121.3 cu in) 1G-EU I6 125 hp (93 kW) 127 lb·ft (172 N·m) 5-speed W57 manual
4-Speed A43DL automatic JPN
1982–1985 1,988 cc (1.988 L; 121.3 cu in) 1G-GEU I6 160 hp (119 kW) 134 lb·ft (182 N·m) 5-speed W57 manual

Mark III (1986-1992)
Mark III
Also called Toyota Supra Mark III
Production 1986.5–1992 (1993 in Japan)
Platform MA7x
GA7x
JZA7x
Engine(s) 1,988 cc (1.988 L; 121.3 cu in) 1G-GTE I6

2,491 cc (2.491 L; 152.0 cu in) 1JZ-GTE I6
2,954 cc (2.954 L; 180.3 cu in) 7M-GE I6


2,954 cc (2.954 L; 180.3 cu in) 7M-GTE I6
Transmission(s) 5-speed W58 manual

5-speed R154 manual


4-Speed A340E automatic
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)
Fuel capacity 70 litres (18.5 US gal)

In the middle of 1986, Toyota was ready to release its next version of the Supra. The official model year is designated as 1986.5. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front wheel drive, 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 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 off of the exhaust camshaft. 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.

Due to a large error in the factory head bolt torque specifications, all of these engines had severe problems with blown head gaskets. Despite a flood of complaints about this issue and abundant proof that the factory torque specs were blatantly incorrect, 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 ftlbs of torque. Unfortunately, due to the taboo nature of the head bolt torque issue within Toyota, most service techs who repaired these cars were rendered unaware of how to address the problem, and the head gasket problem would often recur. 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 (Toyota Electronically Modulated Suspension) 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 apart 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).

1988
Changes for 1988 were minor and include seat belt guides on seats, slightly darker foil on climate control, stereo and switch panel. The turbo model's spoiler replaced the square third brake light with a trapezoid shaped brake light.

1989
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. Fortunately, this also allowed the 2JZ engine to be put in since they both use the same engine mounts, however wiring must still be figured out. 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. The car received new tail lights, front bumper with integrated lower grille (as opposed to the previous years' detachable grille), side mirrors, turn signals, grilles, foglights, steering wheel, door panels, climate control, window switches and bezels, stereo, and seat fabric design were changed. 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.

1990
For the 1990 model year, changes included larger protective laminate in front of rear wheels, lower redline (due 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 due to a change in material. Finally the memory lever on the steering column was removed.

1991
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, however (excluding white package equipped vehicles), trim remained unpainted. 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 lines (one per mph) as many as 86.5 to 1988 models. New interior colors shadow gray and ox-blood red were introduced, which marked the end of medium gray, tan and burgundy. Blue became only available on white packages, and burgundy was replaced with ox-blood. Every other body color received shadow gray, with leather interiors retaining medium gray seats and interior inserts. Front speakers were changed from 4" to 6.5" and the speaker cover was also enlarged to accommodate them.

1992
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 "floor board." Instead rear carpet was molded to spare tire and there was a cut out for the woofer housing.

JZA70 and GA70
The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 276 hp (206 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and the GA70 with a 2.0 L 210 hp (157 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 black/gray Recaro seats, a Torsen differential, additional braces to mount the diff, Bilstein suspension and uprated springs, Momo wheel and gear knob and matching interior trim. This was the fastest factory production version of the Mk3 Supra, running a mid 14 second 1/4 mile. This model had no ABS and was the lightest of all the MK3 Supras.

Turbo A
The Turbo-A was Toyota's evolution model for Group A touring car championships all over the world which required a minimum of 500 which were only sold in Japan and was produced between August and September 1988. Some noted differences between the standard Supra and the Turbo-A model are both cosmetic and some mechanical. The front nose features the ducting to cool the engine, the badging '3.0GT Turbo A' and a black paint job (all 500 are black paint code 202). The engine bay features a 287 hp (214 kW) 7M-GTEU. All Turbo-As also came standard with grey leather interior featuring a Momo-sourced steering wheel and shift knob.

The car did not win as many races as hoped, being a 3.0 L it was forced to run with more weight where the R32 Skyline GTR didn't have the same restriction and was soon outmoded by the latter when it made its debut in 1990. For the JTCC Toyota would in 1991 switch to racing AE101 Corolla Levins in the lower category until the series final year in 1993. However in the less 'limited' racing it did considerably better.




Quick information
Mark III Quick information by Chassis code Code Year Engine Power Torque Transmission Market
MA70 1986.5-1992 2,954 cc (2.954 L; 180.3 cu in) 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
MA71 1987–1992 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 USA
GA70 1986.5-1992 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 1990–1992 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 (1993-2002)
Mark IV
Also called Toyota Supra MK IV
Production 1993–2002 (1993–1998 in U.S)
Assembly Motomachi, Japan
Platform JZA8x
Engine(s) 2,997 cc (2.997 L; 182.9 cu in) 2JZ-GE I6
2,997 cc (2.997 L; 182.9 cu in) 2JZ-GTE I6
Transmission(s) 5-speed W58 manual

6-speed V16x manual


4-Speed A340E automatic
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}
Fuel capacity 70 litres (18.5 US gal)
Related Toyota Soarer (Z30)
Lexus SC (First Generation)


1994 Supra with Targa topWith the new model of Supra, 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, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. 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 ft·lb (427 N·m) at 4000 rpm. 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). The turbo version was tested to reach over 285 km/h (177 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.

The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12B turbos (for the JDM market, USDM market was CT20/CT20A with variations- some are ceramic- notorious, some are not. For UK market steel blades (CT-20/CT-20A).

Some differences in the OEM twin turbo JDM and USDM/UKDM JZA80 turbine setups include:

JDM (CT12) has 3 bolt flanges for turbo to header. USDM/UKDM (CT20) is 4 bolt.
JDM (CT12) has no pressure bypass X-over pipe, USDM/UKDM (CT20) does.
JDM (CT12) has oval exhaust header to turbo ports and 3" downpipe, some are 2 bolt, some are 3 bolt.
USDM/UKDM (CT20) has 4" downpipe outlet, and full bore round ports from exhaust header to turbo.

Supposedly both setups are rebuildable from Garrett or other parts bin similarities with machining. Some rebuilds are better than others.

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. Approaching 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. Approaching 4000 rpm, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE's in the form of the Acoustic Controlled Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power. The valve seal problem was back from the Mark II engines too. Another weakness is the engine mounts.

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. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.

Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium 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, larger wheels, larger 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 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3,417 lb (1,550 kg) with the manual and the automatic added another 10 lb (4.5 kg). The front wheels held 53% of the weight and the rear wheels had 47% of the weight.

For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission due to OBD-II certification requirements. The targa roof was made standard on all turbo models. For 1997, the 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. 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. All 1997 models included badges that said "Limited Edition 15th Anniversary." For 1997, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVT-i which raised the output by 1 hp (1 kW; 1 PS) and 2 ft·lbf (2.7 N·m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations. In Japan, the turbo engines were installed with VVT-i as well.

The stock MKIV 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. The Supra is mid-pack among the 2-door Japanese sports cars when it comes to weight. It was heavier than the Mazda RX-7 and all aluminium Acura NSX and lighter than the Nissan 300ZX Turbo and Mitsubishi 3000GT VR4. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.95 lateral g's (200 ft) or 0.98 lateral g's. (300 ft) The MKIV 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 (110 km/h) -0 braking distance of 149 feet (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by 3 feet (0.91 m) by a Porsche Carrera GT.

Sales to Canada were ceased in 1997 (there were no 1996 Supras), and in the US in 1999. Production continued in Japan until August 2002, ceasing due to restrictive emission standards to be adhered to by 2003.

Possible Mark-V
Throughout the past couple of years, major print and online auto publications have hinted at a possible revival of the Supra, pointing the car in different directions. The vehicle was originally thought to be the flagship or halo model in the Toyota lineup, be powered by a high output V8, and have an estimated cost anywhere between $50,000 and $70,000. Other rumors hint at a V10 F1-inspired powerplant, like the current BMW M5 and M6, though 2006 saw F1 engines change to V8s. Power is 500 bhp (373 kW; 507 PS) or more, as this was likely due to the increasing number of sightings of a high performance sports car being tested throughout Europe and, more specifically, on the Nürburgring. These vehicles turned out to be the test mules for Lexus' LF-A.

Topspeed.com was among a number of publications that claimed that there will be a return of the Supra in 2008 but Toyota debunked this rumor on August 15, 2006. The same numerous publications that originally speculated on a future Supra all stated no new vehicle was being developed. According to an AutoWeek article on current and upcoming Toyota vehicles, all rumors on the Supra's return are false. Automotive News also claim Toyota has absolutely no plans for a Supra in the future.

" All the rumors of the two-passenger sports car's return are false." - Automotive News
The Toyota FT-HS (Future Toyota-Hybrid Sport), which debuted at the 2007 North American International Auto Show, was stated to be a concept for a vehicle that could fill the gap in Toyota's line-up left by the Supra. According to Automobile Magazine, Toyota is planning to launch a production version of the FT-HS in 2009. A January 2009 article from Edmunds Inside Line states that "the V6 Supra replacement is still in the pipeline and is set for an early 2011 debut".

Recently, Toyota presented the FT-86 Concept car, a rear wheel-drive prototype car featuring a Subaru-based 2.0L engine. People who saw this prototype said the finishing level looked more like a production-ready car than an actual prototype. Although Toyota won't say if or when it will be put to production, this car is featured in the upcoming game Gran Turismo 5, now tentatively scheduled to be released in the fourth quarter of 2010. Jim Lentz, President and COO of Toyota Motor Sales USA, confirms that the FT-86 will be coming to North America and that the final production version of the concept will not be called the Supra. The FT-86 will be considerably more affordable than the Supra.

Motorsport
Main article: Toyota Supra in motorsport
Awards
The MK II, with its all-new design, quickly became a success in the US where it was awarded the Import Car of the Year by Motor Trend. It also made Car and Driver magazine's Ten Best list for 1983 and 1984.
In 1994, the MK IV Supra won Popular Mechanics "Design & Engineering awards".
United States timeline
Toyota Supra
1979 - Celica Supra MK I introduced with 2,563 cc (2.563 L; 156.4 cu in) SOHC 4M-E I6 engine.
1981 - MK I engine displacement upped to 2,759 cc (2.759 L; 168.4 cu in) with SOHC 5M-E I6 engine.
1982 - MK II Celica Supra introduced with a 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE I6 engine.
1986 - 1986.5 MK 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 MK 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 due 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 MK IV Toyota Supra halted in the U.S., production in Japan continues.
2002 - Production of MK IV Toyota Supra halts.