Toyota Supra

This article is about the automobile. For other uses, see Supra (disambiguation).

Toyota Supra
File:Toyota Supra logo.png
Overview
Manufacturer	Toyota
Also called	Toyota Celica Supra
Production	1979-2002
Assembly	Japan
Body and chassis
Class	Sports car Grand Tourer
Body style	2+2 fastback, GT coupe
Layout	FR layout
Chronology
Predecessor	Toyota 2000GT

The Toyota Supra was a sports car/grand tourer 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 Toyota 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 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine.

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. Often people think it is some sort of swan, but it more closely resembles a dragon. 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 the 1989 redesign when Toyota switched to its current oval company logo.

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

Mark I (1979-1981)

Mark I
Overview
Also called	Toyota Celica Supra MK I
Production	1979-1981
Body and chassis
Platform	MA4x
Related	Toyota Celica
Powertrain
Engine	2.0 L (1988 cc) M-EU I6 2.0 L (1988 cc) M-TEU I6 2.6 L (2563 cc) 4M-E I6 2.8 L (2759 cc) 5M-E I6
Transmission	5-speed W50 manual 4-speed A40D automatic 4-speed A43D automatic
Dimensions
Wheelbase	103.5 in (2628.9 mm)
Length	181.7 in (4615.2 mm)
Width	65.0 in (1651.0 mm)
Height	50.8 in (1290.3 mm)
Curb weight	~2800 lb (1270.1 kg)

The first generation Supra was based largely upon the Toyota Celica liftback, but was longer by 5.1 in (129.5 mm). The doors and rear section stayed the same length as Celica but rear panels differed. The most important change was the swap to an 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.

1979

In 1978 Toyota began production of the Mark I Supra in Japan, as the Toyota Celica XX. The year it debuted in the United States and Japan was in 1979. The USA Mark I (chassis code MA46) was originally equipped with a 110 hp (82 kW) 2.6 L (2563 cc) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, 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). Both were the first Toyota engines equipped with electronic fuel injection.

Drivetrain 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 mi:h. The drivetrain 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 extendable map light and a fliptop 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.

1980

In 1980, the Japanese Mark I (also branded with the MA46 chassis code) was offered with a 145 hp (108 kW) 2.0 L (1988 cc) 12-valve SOHC Turbocharged inline-6 engine (M-TEU). 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 1980 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, the 14x5.5 aluminum rims, which were optional in 1979, are now standard (the 1979s had steel rims with plastic wheel covers standard). 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.

1981

In the coming year, 1981, the Supra received an upgrade in displacement with the 2.8 L (2759 cc) 5M-E engine. It is still a 12-valve SOHC engine, but makes 116 hp (87 kW) and 145 ft·lbf (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 17.5 seconds at 77.7 mph.

Also in 1981, 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 info

Mark I Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA45	1979	2.0 L (1988 cc) M-EU I6	110 hp (82 kW)	136 ft·lbf (184 N·m)	5-speed W50 manual 4-speed A40D automatic	JPN
MA46		2.6 L (2563 cc) 4M-E I6	110 hp (82 kW)	136 ft·lbf (184 N·m)		USA
	1980	2.0 L (1988 cc) M-TEU turbo I6	145 hp (108 kW)	156 ft·lbf (211 N·m)		JPN
		2.6 L (2563 cc) 4M-E I6	110 hp (82 kW)	136 ft·lbf (184 N·m)		USA
MA47	1981	2.8 L (2759 cc) 5M-E I6	116 hp (87 kW)	145 ft·lbf (197 N·m)	5-speed W50 manual 4-speed A43D automatic	JPN USA

Mark II (1982-1986)

Mark II
Overview
Also called	Toyota Celica Supra MK II Toyota Celica XXT
Production	1982-1986
Body and chassis
Platform	MA6x GA6x
Related	Toyota Celica Toyota Corolla Toyota Sprinter Toyota MR2 Daihatsu Charade Chevrolet Nova
Powertrain
Engine	2.0 L (1988 cc) M-TEU I6 2.0 L (1988 cc) M-TE I6 2.0 L (1988 cc) 1G-EU I6 2.0 L (1988 cc) 1G-GEU I6 2.8 L (2759 cc) 5M-E I6 2.8 L (2759 cc) 5M-GE I6
Transmission	5-speed W58 manual 4-speed A43DL automatic 4-speed A43DE automatic
Dimensions
Wheelbase	102.9 in (2613.7 mm)
Length	183.5 in (4660.9 mm)
Width	67.7 in (1719.6 mm)
Height	52.0 in (1320.8 mm)
Curb weight	~3000 lb (1360.8 kg)

In 1982, 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 stuck. 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 louvers popularly associated with the Z car.

L-type and P-type

In the North American market, the Celica Supra was available in two distinct models to accommodate any persons tastes. There was of course 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 style 15x6. The L-type also had the option of a digital dash with trip computer, whereas the P-Type was only offered with an analog dash (with digital clock). 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.

1982

In the North American market, the Celica Supra's engine was the 2.8 L (2759 cc) 12-valve (2 valves per cylinder) DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 ft·lbf (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 at 80 mi:h

A 1982 MK II L-Type

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 mi: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 mi: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 maplight 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-channel 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.

As far as the outside goes there was no external 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 ft·lbf (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 ft·lbf (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 Supra's 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 mi:h speedometer instead of the traditional 85 mi: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 ft·lbf (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 mi: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 brakelight on the hatch. These were all labeled 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: 2.8 L (2759 cc) DOHC 5M-GE 174 hp (130 kW) and 207 ft·lbf (287 N·m) of torque. Analog dash, no fender flares.
  • 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Great Britain

• Sold from 1982-1986.
  • 82-83: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Analog dash, no fender flares.
  • 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Australia, Sweden, & Switzerland

• Sold from 1984-1986.
  • 2.8 L (2759 cc) SOHC 5M-E 116 hp (87 kW) and 145 ft·lbf (197 N·m) of torque.
  • The 84 Supra in Australia had a digital dash, fender flares, 82-83 style lights, single piece spoiler and optional sunroof.
• 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
  • 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Japan

Further information: [[:Toyota Celica XX]]

Quick info

Mark II Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA61	1982-1983	2.8 L (2759 cc) 5M-GE I6	174 hp (130 kW)	207 ft·lbf (287 N·m)	5-speed W58 manual 4-Speed A43DL automatic (1982) 4-Speed A43DE automatic (1983)	EUR GBR
		2.8 L (2759 cc) 5M-GEU I6	160 hp (119 kW)	150 ft·lbf (203 N·m)	5-speed W58 manual	JPN
	1984-1986	2.8 L (2759 cc) 5M-E I6	116 hp (87 kW)	145 ft·lbf (197 N·m)	5-speed W58 manual 4-Speed A43DE automatic	AUS CHE SWE
		2.8 L (2759 cc) 5M-GE I6	178 hp (133 kW)	212 ft·lbf (281 N·m)		EUR GBR NZL
		2.8 L (2759 cc) 5M-GEU I6	160 hp (119 kW)	150 ft·lbf (203 N·m)	5-speed W58 manual	JPN
MA63	1982	2.0 L (1988 cc) M-TEU turbo I6	145 hp (108 kW)	156 ft·lbf (211 N·m)	4-Speed A43D Automatic	JPN
	1983-1985	2.0 L (1988 cc) M-TEU turbo I6	160 hp (119 kW)	170 ft·lbf (230 N·m)
MA67	1982	2.8 L (2759 cc) 5M-GE I6	145 hp (108 kW)	155 ft·lbf (210 N·m)	5-speed W58 manual 4-Speed A43DL automatic	CAN USA
	1983	2.8 L (2759 cc) 5M-GE I6	150 hp (112 kW)	159 ft·lbf (216 N·m)	5-speed W58 manual 4-Speed A43DE automatic
	1984	2.8 L (2759 cc) 5M-GE I6	160 hp (119 kW)	163 ft·lbf (221 N·m)	5-speed W58 manual
		2.8 L (2759 cc) 5M-GE I6	150 hp (112 kW)	159 ft·lbf (216 N·m)	4-Speed A43DE automatic
	1985-1986	2.8 L (2759 cc) 5M-GE I6	161 hp (120 kW)	169 ft·lbf (229 N·m)	5-speed W58 manual 4-Speed A43DE automatic
GA61	1982-1985	2.0 L (1988 cc) 1G-EU I6	125 hp (93 kW)	127 ft·lbf (172 N·m)	5-speed W57 manual 4-Speed A43DL automatic	JPN
	1982-1985	2.0 L (1988 cc) 1G-GEU I6	160 hp (188 kW)	134 ft·lbf (181 N·m)	5-speed W57 manual

Mark III (1986-1992)

Mark III
Overview
Also called	Toyota Supra Mark III
Production	1986.5-1992 (1993 in Japan)
Body and chassis
Platform	MA7x GA7x JZA7x
Powertrain
Engine	2.0 L (1988 cc) 1G-GTE I6 2.5 L (2491 cc) 1JZ-GTE I6 3.0 L (2954 cc) 7M-GE I6 3.0 L (2954 cc) 7M-GTE I6
Transmission	5-speed W58 manual 5-speed R154 manual 4-Speed A340E automatic
Dimensions
Wheelbase	102.2 in (2595.9 mm)
Length	181.9 in (4620 mm)
Width	68.7 in (1744.9 mm)
Height	1986.5-88: 51.6 in (1310 mm) 1989-92: 51.2 in (1300.5 mm)
Curb weight	~3500 lb (1587.6 kg)

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 Template:Auto hp 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 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 U.S.. It was equipped with a CT26 turbocharger and was rated at 230 hp (173 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 Template:Auto hp in 1989. This was mostly due to a redesign of the wastegate.

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.

During the year of 1989, the car received new tail lights, a front bumper, steering wheel, lower redline (due to the heavier crank with cylinders 2 & 5 counterbalanced), badging and side trim amongst other features. Modifications to the wastegate actuator and feed location and engine management netted another Template:Auto hp on the turbo model. For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16x7 aluminium alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels. It was also the last Supra to come with hood struts and a full size spare wheel.

The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 hp (209 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and with a 2.0 L 260 hp (157 kW) twin-turbo 1G-GTE.

A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had black/grey Recaro seats, a Torsen differential (additional braces to mount the diff), Bilstein suspension and uprated springs, larger sway bars, 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. The Turbo R also included a change to the R154 gearbox which helped with the well known 1st gear thrust washer problem.

The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 4-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 suspensions front and rear. A targa top was offered along with a metal power sliding sunroof (added in '91).

The 7M-GTE MA70 is capable of propelling itself 0-60 mph in 6.2 seconds with 6.8 psi of boost. It reached the 1/4 mile in 14.7 seconds at a speed of 95 mi:h. Its top speed is 149 mi:h. Due to an extremely restrictive exhaust, the 7M responds very well to exhaust modifications such as a turbo-back exhaust.

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 of 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 'turboA' and a Black paint job (all 500 are black). The engine bay features a 267 bhp (199 kW) 7M-GTEU. All Turbo-As also came standard with leather interior.

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 switched to racing AE111 Corolla Levins in the lower category until the series final year in 1993. However in the less 'limited' racing it did considerably better.

Quick info

Mark III Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA70	1986.5-1992	3.0 L (2954 cc) 7M-GE I6	200 hp (149 kW)	196 ft·lbf (265 N·m)	5-speed W58 manual 4-speed A340E automatic	CAN EUR USA
		3.0 L (2954 cc) 7M-GTE turbo I6	230/232 hp (173 kW)	240 ft·lbf (325 N·m)	5-speed R154 manual 4-speed A340E automatic	CAN EUR JPN
MA71	1987-1992	3.0 L (2954 cc) 7M-GTE turbo I6	230/232 hp (173 kW)	240 ft·lbf (325 N·m)	5-speed R154 manual 4-speed A340E automatic	USA
GA70	1989-1993	2.0 L (1988 cc) 1G-GTE turbo I6	185-210 hp (138-157 kW)	173-203 ft·lbf (222-295 N·m)	5-speed W58 manual 4-speed A340E automatic	JPN
JZA70	1990-1993	2.5 L (2491 cc) 1JZ-GTE Twin Turbo I6	280 hp (209 kW)	268-272 ft·lbf (363-368 N·m)	5-speed R154 manual 4-speed A340E automatic	JPN

Mark IV (1993-2002)

Mark IV
Overview
Also called	Toyota Supra MK IV
Production	1993-2002
Assembly	Motomachi, Japan
Body and chassis
Platform	JZA8x
Powertrain
Engine	3.0 L (2997 cc) 2JZ-GE I6 3.0 L (2997 cc) 2JZ-GTE I6
Transmission	5-speed W58 manual 6-speed V16x manual 4-Speed A341E automatic
Dimensions
Wheelbase	100.4 in (2550.2 mm)
Length	1993-98: 177.8 in (4515 mm) 1999-2002: 177.7 in (4513.6 mm)
Width	71.3 in (1811.0 mm)
Height	1999-2002: 50.2 in (1275.1 mm) 1993-98: 49.8 in (1265 mm)
Curb weight	non-turbo: ~3210 lb (1460 kg) turbo: ~3505 lb (1580.9 kg)

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling partly based on the Ferrari F40 and featured two new engines: a naturally aspirated 2JZ-GE producing Template:Auto hp @5800 rpm (164 kW) and Template:Auto ft.lbf @4800 rpm (285 N·m) of torque and a twin turbocharged 2JZ-GTE making 276 bhp (239 kW) and 260 ft·lbf (352 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (larger turbochargers, bigger fuel injectors, etc.). This increased the power output to Template:Auto hp @5600 rpm and Template:Auto ft.lbf @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 mi:h . The turbo version was tested to reach over 289 km/h (180 mph) all-stock, but the cars are restricted to just 180 km/h in Japan and 250 elsewhere. European versions also had an air intake on the bonnet. Drag coefficient is .33.

The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, 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 4000 rpm, 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 4500 rpm, the second turbo's output is used to augment the first turbo's output. This setup differs from other twin turbo designs which run both turbos in parallel. The sequential mode provides greater low RPM response and increased high RPM boost.

For this generation, the Supra received a new 6-speed Getrag/Toyota gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual. 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 aluminum alloy wheels and a "donut" spare tire on a steel wheel. 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 dished out head bolts, 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 lighter than its predecessor. The base model with a manual transmission had a curb weight of 3210 lb. The Sport Roof added 40 lb while the automatic transmission added 55 lb. It had 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3505 lb with the manual and the automatic added another 10 lb. The front wheels held 53% of the weight and the rear wheels had 47% of the weight.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission is back 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 that said, "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by Template:Auto hp and Template:Auto ft.lbf of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.

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 one of the heavier 2-door Japanese sports cars. However still lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country. The Supra was also lighter than the Mitsubishi 3000GT VR4 and weighed about the same as the smaller 2 seater Nissan 300ZX. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.98 lateral g's [2] due in part to 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 70-0 braking distance of 149 feet (45 m) [3], the best braking performance of any production car tested in 1997 by Car and Driver magazine.

Due to the strength of the stock engine, the 2JZ series has remained a popular import platform for modification. Stock engine hardware has been known to reliably withstand power levels in excess of 3 times the original power ratings. In drag racing, the Supra and similarly powered 2JZ cars have run competitively against domestic vehicles with up to three times the engine displacement. Drag models of the Lexus GS, Toyota Celica, and Toyota Soarers have used the same engine.

Sales to Canada were stopped in 1995, and ceased being imported into the US in 1998. Production continued in Japan until August 2002 due to restrictive emission standards to be adhered to by 2003.

Mark V

Throughout the past couple of years, major print and online auto publications have hinted at a possible revival of the Supra in 2007, 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 current F1 engines have been downgraded to V8s. Power is Template:Auto bhp or more, as this was likely due to the increasing number of sighting 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' future 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 disclaimed 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. Toyota has yet to make an official announcement so it is unknown if it will wear the Supra nameplate.

Motorsport

Drag Racing

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. Mainly built on a custom chassis with a carbon fiber body, the Mk 3 version housed a de-stroked 2.89-liter twin-turbo 7M-GTE, good for Template:Auto bhp at over 9000 rpm, giving a best quarter mile time of 8.09 seconds.

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 an Template:Auto bhp 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 mi:h. Ten has since taken his Supra into the six second barrier.

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 mi:h and would switch to the factory supported Tacoma by 2002.

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, 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 Template:Auto bhp.

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 mi:h, eclipsing its best in Japan of 7.277 posted at Sendai Highland Drag Raceway.

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 mi:h at Maple Grove Raceway, Pennsylvania, despite a quicker time at Houston Raceway Park of 9.002 at 160.40 which was unrecorded.

The Supra won all but the first round, losing at a final to Yallon . With the cancellation of the Street Tire Class, Titan would move to the Pro RWD class with a 2JZ-GTE powered Celica 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.

Touring Car

During the Group A period, Toyota used the MkII for Division 4 category touring car racing, especially in JTCC, ETCC, BTCC and ATCC with the AE86 competing in Division 1.

The MkII Celica Supras, debuted in 1983, although relatively underpowered to be a serious contender against the Rover SD1 and BMW 635CSI, but was proved to be competitive despite being driven by drivers such as Win Percy, which he took it to win a BTCC round at Brands Hatch

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.

When the Mk 2 was replaced by the Mk 3 Supra, like the Mk 2, it had varying degrees of success but both TOM'S and SARD, who competed only in 1988, fared better domestically 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.

The reason for lack of success was due to its larger engine capacity requiring it to run at a higher curb weight required by the regulations and also its a 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 by 1991, but only a few was kept in competition by privateers until the end of the season.

Rallying

Although, the Celica and Corolla Levin represented Toyota in rallying, the touring car spec Celica Supra was used occasionally in Group A with modifications to make it drivable. The Celica Supra managed to finish second in category at Circuit of Ireland Ulster Rally, Scottish Rally and the Welsh Rally during the 1983 British Open Rally Championship, driven by Per Eklund and Dave Whittock, allowing them to successfully defend their championship title.

Toyota sold the car off after the 1985 season.

Following the demise of Group B and upon insistence by Toyota management, its rally entrant Toyota Team Europe used the Supra to specialise in African rallies while the later Celica took the job for the other rallies. The Supra 3.0i made Toyota's Group A debut with the Supra which was capable of producing Template:Auto bhp, 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. The Supra scored its only win in the Hong Kong - Beijing Rally with the same driver. The NA version was shortly replaced by the Template:Auto bhp 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 . 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.

Sportscar racing

IMSA

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 Template:Auto hp, 2030 cc, 16-valve DOHC engine. Feeling that the car needs to be developed, it underwent further redesign by aerodynamicist Hiro Fujimori.

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.

JGTC/Super GT

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.

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, most noticeable, the numerous body changes and by the late 1990s, the Supra used a developed version of the 3SG,, which was developed from the IMSA engine and similar to the 3SGTE engine found Toyota Corolla WRC car. 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,, since then, the Supra has since being replaced by the Lexus SC

Le Mans

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

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 3UZ-FE engine, a rear-axle-mounted electric motor (200 hp), and two front in-wheel electric motors (13 hp each) to generate over Template:Auto hp. The car weighs 2,380 lb.

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.

Drifting

Despite the Supra's heavy front end and uneven weight distribution, which made traction to the rear wheels difficult, some have used the Supra 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 and Rhys Millen, who briefly converted his Supra race car for use in drift events before selling it and switching to the works Pontiac GTO.

Orido's JZA80 consisted of many parts from his JGTC racer including the tail lights, doors and foot pedals and boasted of over 700bhp outputted from a modified 3.4 liter engine. 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.

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 a truck driver who fell asleep collided into the back of the truck containing the RS-R Supra, severely damaging the car's front end.

Appearances in popular culture

As an iconic sportscar, the Supra has appeared in numerous video games, movies, music videos and TV shows. Some of the most notable appearances include the Gran Turismo series of video games, and the 2001 film, The Fast and the Furious. Gran Turismo is noted for featuring many variations of the Supra, such as the 1997 JGTC title winning Castrol TOM'S Supra.

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

• 1979 - Celica Supra MK I introduced with 2.6 L (2563 cc) SOHC 4M-E I6 engine.
• 1981 - MK I engine displacement upped to 2.8 L (2759 cc) with SOHC 5M-E I6 engine.
• 1982 - MK II Celica Supra introduced with a 2.8 L (2759 cc) DOHC 5M-GE I6 engine.
• 1986 - 1986.5 MK III Supra introduced on its own platform with 3.0 L (2954 cc) DOHC 7M-GE I6 engine.
• 1987 - Option of turbocharger to 3.0 L (2954 cc) DOHC 7M-GTE engine that produces 230 hp (172 kW) 245 ft·lbf (332 N·m).
• 1989 - Restyled. Turbo power increase to 232 hp (174 kW) 250 ft·lbf (339 N·m).
• 1993 - 1993.5 MK IV Supra introduced with 3.0 L (2997 cc) 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. All 1997 labeled as 15th Anniversary model. Japanese production stopped in September.
• 1998 - Slight restyling of interior. 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.

References

• 1980 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.
• 1981 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.
• 1982 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.
• 1983 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.
• 1984 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.
• 1985 Toyota Celica Supra Sales Brochure (PDF). Retrieved 2006-12-22.

External links

• SOGI: Supra Owners Group International
• MKI and MKII enthusiasts forum @ celicasupra.com
• MKIII enthusiasts forum @ supramania.com
• A MKIV Supra enthusiast web site & forum @ mkiv.com
• Supra Forums @ supraforums.com