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Feann Torr12 Sept 2020
REVIEW

Toyota GR Supra 2020 Review

Is the reborn Toyota Supra a truly compelling sports car – or just a restyled BMW Z4?
Model Tested
Review Type
Road Test

When rumours emerged that Toyota would resurrect the Supra in 2014, it generated more excitement than a royal baby. In 2018 the covers came off the Toyota GR Supra Racing Concept and the internet imploded under a fandom-generated vortex. In 2019 the car was revealed in final production form, then released and tested, compared and fawned over. Now in 2020, we’re revisiting the top-spec GTS version here. Has all the hype been warranted? Given it’s based on a BMW platform and employs lots (and lots) of BMW bits, does the Toyota Supra deliver on its promise of offering an emotional driving experience befitting of the Japanese giant’s flagship sports car?

Priced and equipped

Point the Toyota GR Supra at a tight corner on an ascending stretch of bitumen, and it’s almost impossible not to smile.

Squeeze into the throttle gradually on corner entry – then forcefully post-apex – and the reborn Toyota sports car will accelerate out of the bend with Flash Gordon-like confidence.

The way it tracks through corners is so convincing, and the grip levels so confidence-inspiring, that it feels like a biological extension of one’s limbs.

A bona-fide driver’s car, the Supra generates desirable physical and emotional responses that create a close bond between car and driver. Just as a proper sports car should.

Of course, all this also applies to the BMW Z4 on which it’s based, but that proven pedigree couldn’t have been further from my mind as I became one with the Supra after just a few corners of my favourite twisty road.

And just like that I realised I was smitten all over again by the reincarnated Toyota sports car icon.

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There can be no doubt the upcoming Nissan 400Z will be a quantum leap ahead of its aged predecessor, but it’ll need to be very special indeed to pin down this modern-day Supra.

After a few days of high-tempo dynamic driving it’s clear the Toyota GR Supra is more than just a BMW Z4 with a steel roof and a big T badge.

While there are more than a few BMW bits inside the car and underneath it, this low-slung coupe not only feels like a pukka sports car, but a worthy successor to four generations of Supra.

But you’re going to need deep pockets if you want to park the curvy coupe in your driveway. Australians aren’t offered the four-cylinder turbo version of the Toyota GR Supra, and the entry-level turbo-six GT is priced at $84,536 plus on-road costs, while the top-shelf GTS tested here has a list price of $94,536 plus ORCs.

That might be almost $35K less than the equivalent BMW Z4 (M40i: $127,900), but including statutory charges you’ll pay more than $100,000 before the GTS hits the tarmac.

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According to the Toyota Australia website, a Supra GTS in delivered Melbourne with no options will cost $102,917 drive-away – more than any other Toyota this side of the most expensive 200 Series LandCruisers.

Both model grades come with an eight-speed automatic transmission and adaptive suspension as standard. Indeed the main mechanical differences between the GT and GTS are wheel size (18- versus 19-inch) and braking performance – although both get (unbranded) Brembo brake callipers.

The GTS gets performance brakes and the GT does not, but ‘performance’ may be a stretch. Both cars have the same 348mm discs with four-piston callipers up front (where the majority of a car’s stopping power is generated), while the rear rotors are 15mm larger on the GTS – 345 v 330mm. Oh, and the callipers are red on the GTS.

Toyota GR Supra GTS models get a very effective head-up display, an impressive 12-speaker JBL audio system and the option of Alcantara (read: suede) interior upholstery and/or matte grey ‘Nurburg’ paint, for $2500 apiece.

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Standard equipment levels are reasonably good on both models, which include dual-zone climate control, keyless entry and wireless phone charging.

Toyota has nailed the basics too, with eight-way power-adjustable, heated and leather-clad sports seats and a lovely multifunction steering wheel creating pleasant but sporty touchpoints.

Together with high-quality materials throughout the cabin, there’s a sense of luxury you wouldn’t normally expect of a Japanese sports car (hello, Honda NSX).

There are dustings of carbon-fibre around the transmission tunnel that look really nice and the stitched leatherette material on the dash has a premium look.

Adaptive cruise control, lane-keeping, lane-departure alert, blind-spot monitoring, auto high-beam and autonomous emergency braking with cyclist detection are fitted, ticking all the expected safety boxes at any price these days.

Pricing and Features
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The standard traffic sign recognition system goes a step further and is a nice touch. It’s quick to refresh speed limit data and make cruising duties more relaxed.

LED headlights and tail-lights along with heated and folding wing mirrors are fitted to all Supras in Australia, as are rear parking sensors, rear cross-traffic alert and a reversing camera.

The latter three features make parking easier, but I gotta say the design of this car and its limited rear vision makes parking in tight situations a right royal pain in the behind.

But all those things that make it annoying to park – thick A-pillars, long bonnet, massive blind spots – contribute to its allure and performance. The things that create frustration in urban environs are the same ones that deliver owner satisfaction whether the Supra’s parked at the café or carving up challenging roads.

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Supra tech deck

The Toyota GR Supra isn’t the most advanced sports car out there today but it certainly feels modern and capable.

There’s a good-sized 8.8-inch infotainment touch-screen in the middle of the dash and the semi-digital instrument panel has a stylised look that adds a touch of sporting drama to the cabin. That said, it lacks the customisation seen in some performance cars, like the latest Mercedes-AMG machines.

Several BMW bits are in evidence inside, including the temperature knobs and the iDrive infotainment controller – which is also on the wrong side of the transmission tunnel for our right-hand drive countries like ours.

There’s no Apple CarPlay or Android Auto either. Toyota’s official comment is: “We’re still continuing to study its introduction in Australia.”

Therefore the infotainment system feels primitive in some respects and our car had a nasty habit of restarting podcasts after taking Bluetooth-streamed phone call.

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The central storage bin is tiny and incidental storage space almost useless. Cup-holders, bottle-holders? Too small to be of any use, which is irritating because it’s thirsty work flogging this lusty rear-drive turbo-six beast around.

Other criticisms include the lack of a spare tyre, a tiny (290-litre) boot that has no hope of hoarding more than 100 rolls of toilet paper and no ANCAP safety rating. However, it does have seven airbags and all the usual driver aids listed above.

The lane-keeping system feels first-gen and is pretty useless even on straight freeways, struggling to keep the car from listing into another lane and far less proactive than BMWs such as the new 3 Series.

However, it does have a solid five-year/unlimited-kilometre warranty and capped price servicing is very competitive (for a sports car) at $380 per annum for five years.

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The power and passion

The Toyota GR Supra is powered by a BMW-sourced 3.0-litre inline turbo-petrol six-cylinder engine (B58) that bangs out a very respectable 250kW of power at 6500rpm and 500Nm of torque over a broad 1600-4500rpm.

The engine develops loads of low-end torque – something its predecessor Supra’s engine (2JZ) wasn’t so good at – and this gives it an uncanny ability to reliably blast out seriously quick acceleration runs.

Toyota claims the Supra will accelerate to 100km/h in just 4.3 seconds with a little help from its launch control system. It feels about that rapid off the mark and gives you a lovely little shove in the chops as the g-forces rise.

After a whiff of wheelspin it gets up to speed very briskly, exposing a forcefulness not felt in a Toyota for a long, long time. Indeed, there’s so much thrust right across the rev range that you can drive quickly without needing to micro-manage the transmission. Just squeeze and go.

There’s so much thrust across the rev-range but it’s from above around 5000rpm, when peak torque begins to intersect maximum power, that the car feels incredibly fleet.

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Top speed is electronically limited to 250km/h and the straight-six is force-fed by a single twin-scroll turbo. Together with ‘high-precision’ direct fuel-injection and variable valve control, the BMW engine is a flexible powerplant that works seamlessly with the ZF eight-speed auto.

Yes, a manual would be truly lust-worthy but as it stands the auto does a pretty good job of delivering rapid gear changes, even without the paddle shifters getting a solid workout on challenging roads. However, a manual version is understood to be in the works.

All models come with a limited-slip differential that improves mid-corner traction, especially under acceleration, allowing you to get on the gas early in a corner without getting too squirrelly. Crisp, clean corenr exits are the order of the day.

Other performance features include the Brembo brakes, adaptive dampers and Michelin Pilot Super Sports tyres, all of which conspire to make this a very engaging and decisive machine to drive.

Speaking of which, there are three driving modes (normal, sport, track) which adjust engine acoustics and throttle response, as well as the shift pattern, suspension damping, steering weight and active differential performance.

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Not so comforting

Stepping into the Toyota GR Supra for the first time is a very special experience. You sit delightfully close to the ground and almost over the rear axle, which creates a tangible sense of ‘here we go!’ before you even thumb the starter button.

Engine ignition reveals a menacing, gravelly idle and opening the throttle for the first time and feeling the surge of thrust right underneath you is compelling. With 500Nm of torque hitting the skids at low revs, this 1495kg sports car can hustles better than Kevin Hart.

It’s a bit of a nightmare in the suburbs – speed bumps are your enemy thanks to the low bodywork and stiff springs – and parking can be stressful. But buyers will accept such shortcomings when they experience the Supra’s dynamic capability.

On tight, demanding roads the Toyota feels balanced and responsive – vigilant, even. Super-direct steering, 50:50 weight distribution and a brawny powertrain are fused together in an eminently addictive fashion.

The Supra’s compact size and low centre of gravity means ducking and weaving in and out of tight turns is equal parts joyful and exciting, and far less terrifying on narrow tree-lined roads than some larger sports car (hello Nissan GT-R).

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Indeed, this resurrected Japanese sports car changes direction with the confidence and fluidity of Justin Timberlake tearing up the dance floor circa-2006 (back when his moves were legit).

The way the car easily rotates into corners and punches out of them under full throttle is hugely satisfying, creating a surge of endorphins that left an indelible mark on this author.

What makes driving this car fun is the beautifully tuned and balanced chassis and the predictable power delivery. The Supra is also endowed with a playful attitude that rewards drivers who test its limits.

If you dial up footfuls of thrust in medium/tight corners the rear-drive coupe’s rear tyres trace a slightly wider arc than the front-end, and while power oversteer isn’t telegraphed to the driver with the clarity of filtered water, or an Aston Martin V8 Vantage, there is something appealing about taming this powerful beast.

I reckon if I owned a Supra or had the good fortune to crank out a few track days over the course of a year I would absolutely fall in love with the way it goes sideways. The excessive tyre bills would be wholeheartedly worth it.

Although there’s no manual option (yet), the eight-speed auto offers rapid gear changes in sports mode and the paddle shifters generate more driver involvement than expected – and are far more fun than leaving it in ‘D’.

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The verdict

The Toyota GR Supra is polarising car. Nay-sayers will argue it’s a BMW wearing a tracksuit, and some will say the exterior design is too radical to be truly beautiful like a Porsche.

But judged on its ability to engage its driver via a well sorted chassis and responsive engine, this born-again sports car is a winner. With a more powerful 285kW version set for release in late 2020, it’s set to get even more exciting.

In my view, there’s no question the Toyota GR Supra delivers on its sports car promise and sets a high benchmark – one the upcoming Nissan 400Z will have to match if it’s to be taken seriously.

How much does the 2020 Toyota GR Supra GTS cost?
Price: $94,536 (plus on-road costs)
Available: (Now)
Engine: 3.0-litre inline six-cylinder turbo-petrol
Output: 250kW/500Nm
Transmission: Eight-speed automatic
Fuel: 7.7L/100km (ADR Combined)
CO2: 177g/km (ADR Combined)
Safety rating: N/A

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
82/100
Price & Equipment
15/20
Safety & Technology
14/20
Powertrain & Performance
17/20
Driving & Comfort
17/20
Editor's Opinion
19/20
Pros
  • Engine response and power delivery
  • Chassis balance and compact footprint
  • Emotional engagement
Cons
  • Many BMW bits in the cabin
  • Sight lines are far from ideal
  • Nissan 400Z will be cheaper 
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