What’s it like to look at?

Naturally, appearances are what we all notice and judge first and, in this respect, it’s the classy classic coupe proportions of a long bonnet, sloping roofline and big hips. Once this was a common design, but these days it is rare enough to be striking.

Whether or not the Supra is pretty is a different matter. The boldness of the styling works for me, as does some of the subtle detailing referencing Supras of days gone by, but you will have your own opinions. The intakes, the bulges, and the spoiler might be a bit much for some people and not enough for others.

In true sports car fashion, the Supra is quite broad — it’s wider than a Land Cruiser, in fact — but because of its small wheelbase, it’s shorter than a Prius. get inside are rewarded with space, leather trim, and supportive Alcantaraclad sports seats.

Getting in involves a curious transition, from looking at a Toyota to sitting in a BMW.

Pretty much the whole cabin layout, including buttons, gear lever, centre console, the column stalks, centre display screen, and the controller for the infotainment system are all BMW, and for those familiar with the look, it is almost a surprise to see a steering wheel adorned with a Toyota badge.

All the switches and screens are easy to use, and the graphics on the latter have been modified from BMWstandard.

You won’t be necessarily wowed by the interior, but it is a very pleasant and tasteful place to be. than look — this shouldn’t come as a shock. Some previous Supras were blisteringly quick by the standard of the day, but none were outandout track machines.

Even though this new Supra is a lot sportier than the Supras of old, it is still no wild animal. The biggest giveaway for this isn’t the technology or the smooth paddleshift enabled eightspeed automatic gearbox or the heated seats or the quiet engine. It’s the power delivery.

In cars designed for or adapted from the racetrack, their power is typically at the top end of the rev range. In the Supra, maximum torque (500Nm) kicks you up the backside from 1600rpm and is sustained all the way to 4500rpm.

The wonderful, usable benefit of lowdown and midrange torque is that a prod of the pedal is all that is needed unleash the surge, and it’s a surge owners will never tire of using, whether powering through bends, overtaking, or powering from 0100kmh in 4.3 seconds.

When accelerating hard, the straightsix turbo creates a muffled, whining howl — very similar, dare one suggest it, to the straightsix turbo Ford used to use in some of its late model Falcons.

The steering is quick and direct and with further help from its short wheelbase, the Supra zips through the twisty stuff with intent. If you wanted to nitpick, the steering lacks distinctive feel, but the front engine, rearwheel drive layout makes the car’s handling very predictable and there is no sign of the snap changes you sometimes get in midengine cars.

The firm yet relatively supple suspension keeps the bodyweight in check and the grip is more than most people can handle. As a result, it takes a few corners to recalibrate expectations, but having done that the confidence to use its agility and power quickly builds.

Because the Supra doesn’t chew fuel or have an intolerable ride, it is also a pleasant car to drive for long periods. And believe me, you’ll want to (the 290litre boot space is generous enough for a weekend away).