SUPRA GALLERY

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The first-generation Supra was primarily based on the Toyota Celica Liftback, but is 19.5 cm (7.7 in) longer. The doors and rear section were shared with the Celica, but the front panels were lengthened to accommodate the inline six-cylinder engine, unlike the Celica with an inline four-cylinder engine. Toyota's original plan for the Supra at the time was for it to be a competitor to the very popular Nissan 280 ZX.

Gearboxes could be either 5-speed manual or 4-speed automatic.

The first generation of the Supra was discontinued in 1981, when it was powered by a 2.8-litre (2.8-litre) 116 hp (114 hp; 85 kW) in-line 6-cylinder engine, with options such as firmer suspension and diffusers at both ends.3​

Always naturally aspirated and with an output of 125 hp (123 hp; 92 kW) or up to 175 hp (173 hp; 129 kW) in Japan, an engine much more suitable to compete with Nissan's Z. It wasn't a pure sports car, because of its characteristics it fits better in the definition of Gran Turismo.

In fact, it stood out more for its extensive equipment than for its performance or behavior. Something that also characterizes other generations in the history of the Supra. It could mount elements such as electric windows, central locking or cruise control. Added to this is an optional automatic transmission or a sunroof, as examples.

On a technical level, it differed from the Celica not only in the engine, because unlike the latter, the Supra was equipped with disc brakes on all four wheels, it could also mount a self-locking differential or had anti-roll bars on both axles.4​

Celica XX[
The Toyota Celica XX is the name given to the Supra during the first two generations in Japan, where it was offered during the years 1978 and 1986, with which it was redesigned in 1981.

The main reason why the Celica XX was exported to other markets, most notably the United States under the name Supra, was that at that time, in the United States, the double X (XX) indicated the degree of designation of adult content in films, so all export automobiles, including those in North America, were designated Supra without the double X, thus avoiding the approach to the next level of classification. As a result, "Celica XX" became a car name exclusively for Japan and eventually, from the third generation (A70), the name of the car in Japan was changed to Supra and the name Celica XX disappeared.5​

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In late 1981, Toyota completely redesigned the Celica Supra, as well as the entire Celica lineup for the 1982 model year. In Japan it is known as Celica XX, but in the rest of the world the name Celica Supra continued to be used. It was still based on the Celica's platform, but there were several key differences, most notably in the design of the front end and the fully retractable headlights. It took a radical turn towards the sporty section, which was noticeable from the aesthetics with wider fenders and a small rear spoiler.

Other differences would be the inline six-cylinder engine still present in the Supra, rather than the inline four-cylinder, as well as an increase in length and wheelbase to fit with the overall larger engine.

The second-generation Celica received a sporty variant with a slightly longer wheelbase, which made use of an inline 6 block with 110 hp (108 hp; 81 kW), called the Celica Supra and even boasted 145 hp (143 hp; 107 kW).

Aesthetic details as well as wider rear tyres set this variant apart from conventional versions. Buyers could choose between a 5-speed manual gearbox or a 4-speed automatic.

To differentiate the Supra from the Celica, an independent suspension scheme was adopted for the first time on the rear axle and a chassis tuned by Lotus.

During its 5-year life, the second generation increased to 161 hp (159 hp; 118 kW) and could accelerate from 0 to 100 km/h (62 mph) in just over 8 seconds.3​

This was developed from the third generation of the Toyota Celica, which was the last in the series with a longitudinal front-engine configuration. They took a Celica with a three-door liftback body, lengthened the wheelbase by adding a few extra centimeters between the A-pillar and the front axle and replaced the 4-cylinder engines with six-cylinder ones, which in the case of the most powerful variant, became a naturally aspirated 2.8-liter with electronic injection capable of producing a power of up to 181 hp (179 hp; 133 kW).

To give the model a sportier performance, the Japanese firm developed an independent rear suspension, which years later would also be transferred to the normal variants of the third-generation Celica.

It was still a car in which comfort and luxury were more important than sportiness. The proof is in its very complete equipment, because compared to its predecessor it added elements such as an automatic climate control, a digital dashboard or a rudimentary on-board computer, but the equipment element that stood out the most about this Celica Supra A60, were the multi-adjustable seats, which media such as Motor Trend chose as the best in the industry.4​

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In May 1986, Toyota was ready to launch its next version of the Supra. The links between the Celica and Supra were severed, making it the first Supra to arrive as a standalone model; These two models were completely different. The Celica switches to front-wheel drive, while the Supra kept its rear-wheel drive. Although the first and second generations had similar designs, the engine had been updated with 2954 cm³ (3 litres) and 204 hp (201 hp; 150 kW), also with inline six-cylinders, although it was only available with naturally aspirated tuning in 1986. A turbocharged version of the same engine was introduced in 1987, which produced 235 hp (232 hp; 173 kW). The Supra was mechanically related to the Toyota Soarer.

The third generation boasted even more aggressive styling and began to give rise to the characteristic lines of the Supra, with a very pronounced drop in the C-pillar and removable canopy to give a look similar to the Porsche Targa. They still opted for the same transmissions as in past generations.

It was not long after that the first turbocharged Supra arrived with 230 hp (227 hp; 169 kW) and a maximum torque of 34 kg·m (333 N·m; 246 lb·ft), only with a 5-speed manual gearbox, to give way to an almost perfect story between forced induction and this car, which would become an icon.3​

Its silhouette was dominated by rectilinear shapes with an aerodynamic coefficient of 0.32; It was very long and low, the front was in a rather low position and the nose was very sharp.

Its chassis had double wishbone suspensions, which had parts made of aluminum to reduce weight; and it used disc brakes on all four wheels, ventilated at the front in all trims and the rear only at the highest. Later, other engine options included a 1998 cm³ (2 litres) with 162 hp (160 hp; 119 kW) in its naturally aspirated version and which went on to produce up to 210 hp (207 hp; 154 kW) with the addition of a twin-turbo for the Japanese domestic market.

Just four months later, the Toyota Supra Sport Roof would hit the market, a version with a tart-like roof that could be disassembled and stored in the trunk.

In 1988, the sports car received a minor update, which basically consisted of changes to the bodywork and wider tires for the 3-liter versions, as well as a small increase in power for all mechanicals. The most important was the appearance of the Supra 3.0 GT Turbo A, a series limited to only 500 units with a sportier preparation.

In 1990, the first generation of the Supra received its second update, this one loaded with novelties. On an aesthetic level, the colour palette of the bodywork was increased and in the variants with widening kit, it matched the rest.

The cabin had a new synthetic leather leather, Recaro seats, with steering wheel and gear lever signed by Momo. Other extras included the sunroof and upgraded audio system. The mechanics were also optimised. The shock absorbers were Bilstein and a Torsen limited-slip differential was added and a 2492 cm³ (2.5 litre) twin-turbo engine was added to the engine range.4​

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The new Supra was completely redesigned by Isao Tsuzuki,14The retractable headlights were removed, it was given a much stronger body, heavier than the previous ones and more rounded. It was fitted with two new 2JZ-GE naturally aspirated 2JZ-GE engines with 223 hp (220 hp; 164 kW) at 5800 rpm and a maximum torque of 29 kg·m (284 N·m; 210 lb·ft) at 4800 rpm.15or the RZ 2JZ-GTE twin-turbo version with 280 hp (276 hp; 206 kW) at 5800 rpm and a maximum torque of 46 kg·m (451 N·m; 333 lb·ft) at 3600 rpm.16For the export model to North America and Europe, turbochargers with steel blades and smaller fuel injectors and a larger fuel pump were used.

Toyota found in the fourth-generation Supra, which debuted in 1993, a milestone that would become an important part of the automotive culture of the '90s. The generational change it received, based on the platform of the Lexus SC coupe, featured an aggressive, yet fluid design language with rounded parts and a large rear spoiler.

The weight reduction was extremely important for this model, as it got rid of almost 60 kg (132 pounds) compared to the previous generation, thanks to the use of aluminum in the hood, roof and bumper supports.

The truly iconic thing about this generation was the 2JZ engine developed by YAMAHA. The 6-cylinder twin-turbochargers produced 320 hp (324 hp; 239 kW) at 5600 rpm and a maximum torque of 43.5 kg·m (427 N·m; 315 lb·ft) at 4000 rpm.12The transmission was either a 6-speed manual or a 4-speed automatic with manual mode.

In terms of performance, it managed to do 0 to 100 km/h (62 mph) in 4.6 seconds, which put it above the Porsche 928 GTS of the time, which cost almost twice as much as the Supra.

Inside, a major leap was made, with a driver-focused cabin, something we see in modern models such as the Chevrolet Corvette. However, this generation was of low volume and only a little more than 11200 units were sold, before being withdrawn from the market in 1998.3​

The changes were radical, leaving aside straight lines to opt for a much more fluid image. It left behind its retractable headlights and aluminum took on a major role. The latter was used in a multitude of pieces to lighten its weight up to 90 kg (198 pounds).

The A80 is undoubtedly the most famous of all the Supras and no wonder, as it offered very high performance even in current terms, especially thanks to the development of a new inline six-cylinder engine: the 2JZ. Available in naturally aspirated 2JZ-GE and twin-turbo 2JZ-GTE versions, it produced up to 330 hp (325 hp; 243 kW) at 5600 rpm and a maximum torque of 45 kg·m (441 N·m; 325 lb·ft) at 4800 rpm in international markets.13Comparing it to Nissan, specifically, in the RB26DETT block that powered the third, fourth and fifth generation Skyline GT-R. An engine that turned out to be tremendously competitive and something that, according to rumors, forced Toyota to create its own version.

The 2JZ-GE and 2JZ-GTE blocks were paired with a manual gearbox as standard. In the twin-turbo version, it's a robust six-speed transmission made by Getrag. The atmospheric variant used a five-speed gearbox inherited from the A70. In any case, both engines could optionally be linked to a four-speed automatic gearbox.

The A80 with a 330 hp (325 hp; 243 kW) engine accelerated from 0 to 100 km/h (62 mph) in 4.6 seconds and reached 250 km/h (155 mph), at least in theory, because the trade press put it at more than 285 km/h (177 mph). Interestingly, in its home market the top speed, as in all other cars, was limited to 180 km/h (112 mph).

What many don't know is that Lexus had its own version of the Toyota Supra A80, because the Lexus SC 300 and SC 400 sat on the same Z30 platform as the Supra. This was also used by the third-generation Toyota Soarer, which was almost identical to the Lexus SCs, except for the Toyota logos and the possibility of equipping the 2JZ in a twin-turbo version.4​

Top Secret V12
The famous Japanese company Top Secret, known for its high-performance body and engineering kits, as well as its clandestine racing, decided to modify a very special Toyota Supra: it is a "tuned" car with a V12 biturbo engine, unique in its kind.

This vehicle was originally manufactured by Kazuhiko Nagata around the year 2000, with the purpose of demonstrating that it could be faster than any Porsche or Ferrari of the time and at the same time, exposing the great potential that this sports car possesses.

The version presented to us by Top Secret no longer equips the original engine, so instead of the inline 6-cylinder, it hides inside a 5.0-liter V12 block from the Toyota Century, with HKS twin-turbos and a nitrous oxide injection system, which manages to reach a top speed of 358 km/h (222 mph). mated to a six-speed manual gearbox.17​

Seen from the front, the car no longer looks like a Supra, which produces an output of 903 hp (891 hp; 664 kW). This configuration of the Supra is what allowed Top Secret founder "Smokey" Nagata to reach 354.2 km/h (220 mph) at the Nardò Circuit in southern Italy in 2008. However, it is the previous configuration (the one from 1999), still with the front of a Supra and the 6-cylinder, the most famous. That year, Nagata took it to the United Kingdom and managed to reach 197 mph (317 km/h) with overwhelming ease.

The car, in its Nardò version, was presented in 2007 at the Tokyo Motor Show, which is the Japanese equivalent of the Essen Motor Show and the SEMA Show.18​

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The new A90 (J29/DB) was first seen in action at the 2018 Goodwood Festival of Speed. Shortly afterwards it travelled to the Jarama Circuit, in Madrid, to carry out the first tests with the specialized press, but it would not be until January when it was officially presented at the 2019 Detroit Auto Show.

Based on the Toyota FT1 concept, it also inherits some elements of the A80, although the new A90 has a longer and sharper nose. The side skirts and kidneys stand out, finding us with a rear wheel arch that hints at a more aggressive rear end. For this new generation, Toyota worked together with BMW, in which elements were shared, such as: the chassis, engine and transmission, coming from the Z4 and, as for the "tuning" or software, it is Toyota's own. 2 new engines are offered: The BMW B48B20 with 4-cylinder 1998 cm³ (2 litres), delivering 258 hp (254 hp; 190 kW); and the BMW B58B30 with 2998 cc (3-liter) inline 6-cylinders, which produces 340 hp (335 hp; 250 kW), which are mated to a new 8-speed automatic transmission, called the ZF 8HP.

Although its origin is by no means 100% Toyota, the basic characteristics remain: it mounts a turbocharged inline six-cylinder engine and has a balanced weight distribution of 50:50.

Specifically, the new 2019 model shares a platform and its main elements with the 2019 BMW Z4. The Japanese brand assures that although this is so, the Supra has a very differentiated personality. For starters, it will only be offered with a coupe body, while the German is only available with another convertible.

It has been officially named as Toyota GR Supra, an acronym that refers to Toyota Gazoo Racing, the sports and competition division of the firm. Aesthetically, it is inspired by the Toyota FT-1 Concept prototype, from which it retains many of the features, although as usual, it has lost some of the aggressiveness of the concept model by becoming a series production car.

The body length stands at 4380 mm (172.4 in), with a width of 1865 mm (73.4 in), a height of 1295 mm (51.0 in) and a wheelbase of 2470 mm (97.2 in). If we compare the A80 with the new A90, we will see that the newly introduced A90 is about 134 mm (5.3 in) shorter, about 54 mm (2.1 in) wider, 20 mm (0.8 in) lower, and has a wheelbase about 80 mm (3.1 in) shorter, i.e. it is considerably shorter and lower.

With the six-cylinder block, the weight in running order is 1520 kg (3351 lb), which is about the same as the previous A80 equipped with the most powerful engine. It should be borne in mind that although it is more compact, it is equipped with much more technology and safety elements that logically penalise the weight.

It has debuted with a total of three turbo engines, although not all of them will be offered in all the markets where it will be marketed. Initially, all of these engines are coupled to an automatic torque converter gearbox that sends power exclusively to the rear axle, through an electronically controlled differential with a multi-plate clutch, not through the brakes, and which offers functions such as exit control for the best possible acceleration from a standstill.

So much so that the 0 equipped with the 340 hp (335 hp; 250 kW) engine can accelerate from 0 to 100 km/h (62 mph) in 4.3 seconds, a figure that makes this car the fastest mass-produced Toyota in history. The top speed, meanwhile, is electronically limited to 250 km/h (155 mph).

As for the performance of the others, the 197 hp (194 hp; 145 kW) version reaches 0 to 100 km/h (62 mph) in a respectable 6.5 seconds; and the 258 hp (254 hp; 190 kW) in 5.2 seconds. Records that are possible, at least in part, thanks to the lower weight of the four-cylinder variants and while the most powerful holds 1520 kg (3351 lb), the lowest power ones stay at 1450 kg (3197 lb) with 258 hp (254 hp; 190 kW) and 1410 kg (3109 lb) with 197 hp (194 hp; 145 kW).

For the 2021 model, a new evolution of its recent sports car has been presented in the United States, with interesting new features in its chassis and with an increase in power to 387 hp (382 hp; 285 kW), i.e. an extra 14%, thanks to the installation of a new turbocharger, new pistons and a new exhaust manifold. that put it on a par with the BMW Z4 M40i from the United States. With this, its performance is improved by being able to accelerate from 0 to 100 km/h (62 mph) in 3.9 seconds. These new improvements will not come to Europe due to European emissions regulations.26​

With its wheelbase of 2470 mm (97.2 in), the new A90 has a wheelbase 100 mm (3.9 in) shorter than that of the Toyota GT86. And although the latter has a boxer mechanical, the new A90 has an even lower center of gravity, which together with its balanced weight distribution and wide track width, allows it to be extremely agile, at least according to Toyota.

The chassis of the A90 combines aluminum and high-strength steels and is extremely rigid. So much so that according to the brand, it is up to 2.5 times more torsional resistant than that of the GT86. In addition, the Japanese company assures that the frame is also stiffer than that of the Lexus LFA, which had a structure made using carbon fiber reinforced with plastic.

Having a stiffer chassis has made it possible to fine-tune the geometry of the suspension and the setting of the shock absorbers. The scheme includes a set of independent elements with double wishbones that work together with an extremely robust subframe at the front and a multi-link assembly at the rear. The use of aluminium in the control arms and swivel bearings reduces the unsprung mass, while the electric assist steering can be adjusted depending on the selected driving mode.

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