RETURN OF A LEGEND
Toyota resurrects a storied nameplate in the sportiest production car it has ever made
MONT TREMBLANT, QUE. You can’t really call the break between the fourth-generation Toyota Supra and the all-new 2020 model a hiatus — it’s been 21 years, after all. It’s really a resurrection of a storied nameplate.
The Supra began as an upscale version of the now-defunct Celica, eventually morphing into a sporty stand-alone model. It reappears now as a completely new car, and it differs significantly from its ancestors — it’s now an Austrian-made BMW at heart.
Comparisons, therefore, will be drawn with the latest BMW Z4, with which the Supra shares a platform. No, the Supra isn’t a droptop, and having previously driven both the four- and six-cylinder Z4, I can attest that the Supra is quite a different car.
Power comes from BMW’S 3.0-litre turbocharged in-line six found in the Z4 M40i, claiming 335 horsepower and 365 pound-feet of torque. Those numbers differ from the M40i’s 382 hp and 369 lb-ft, but Toyota’s brain trust assured us that this is because the Supra is tuned to deliver more torque at lower engine speeds.
We can’t dispute the logic, because despite the lower output, the Supra will sprint from zero to 100 km/h in 4.3 seconds, compared to the Z4 M40i’s 4.5 seconds. Lacking a retractable roof and the additional chassis bracing a convertible usually requires drops the Supra’s curb weight by 20 kilograms compared to the Z4, at 1,541 kilos.
I can almost hear manual transmission proponents lamenting the availability of only an eight-speed automatic, especially Toyota fans, who are grabbing up the manual-box Toyota 86 at a rate of 64 per cent compared to the automatic. But if a company offers only an automatic in a super-sporty coupe, it should at least be a really good one — and the Supra’s is nearly flawless, shifting swiftly and without hesitation when using the steering-wheel paddles.
And since we’ve just mentioned the Toyota 86, note that while the two-seat Supra is about the same length overall as its stablemate, the wheelbase is actually 101 millimetres shorter. The wheels track wider, too — 76 mm wider at the front and 50 at the rear.
Toyota simplifies the drivemode selection with two main modes: Normal and Sport. Sport really amplifies the driving experience. It firms up the active suspension, steering, sharpens gear changes, and adds considerable exhaust sound and popping when backing off the throttle. The exhaust has a rich, raspy tone that comes close to aural ecstasy, even if some of the sound is generated electronically within the cabin. A third Sport Individual mode is available and allows you to tailor certain parameters.
This is Toyota’s sportiest production car ever, so it seemed appropriate to drive it at Quebec’s Circuit Mont Tremblant. The fast, smooth and flowing course emphasized the Supra’s remarkable handling. Steering feel and precision are excellent, and the car is sharp and offers forgiving feedback through its firm suspension and rigid chassis.
Body roll is minimal, and the Michelin Pilot Super Sport tires offer track-friendly grip, allowing high cornering speeds. Another track-friendly feature is the Supra’s Brembo brakes; hammering on the brake pedal will make your eyes bulge, and there’s no discernible fade after five hard laps. The seats feature deep, adjustable side bolsters, which hold you firmly in place when cornering at speed.
A prominent, centrally mounted round tachometer hints at the Supra’s penchant for track driving.
Even though shifting a manual transmission is no longer the quickest way around a track, I would prefer having the option, if only for the more intense driving experience. That said, the Zf-manufactured unit is a pretty good substitute.
On the road, the Supra is stiff, even in normal mode, but not intrusively so. The Supra also turns heads on the road, though that might be because it’s a rare sight. Toyota says it will bring 300 units into the country for this year and about 500 for next year.
Toyota has done an excellent job of distinguishing the 2020 Toyota GR Supra from its soft-topped German-badged rival. The Supra looks and feels completely different, and returns a driving experience that is more visceral and more intense. It’s also pretty affordable, coming in at $64,990.