Toyota Supra: Difference between revisions

DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 lb⋅ft (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 mile at 80 mph (130 km/h)^[12]

For the 1983 models not much was altered, but there was an increase in power output to 150 hp (112 kW) and 159 lb⋅ft (216 N⋅m) of torque from the same 5M-GE. The only real change in the engine area was the switch from a vacuum advanced 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 replaced the A43DL 4-speed with 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 changes to the exterior included a switch to a power mast antenna, mudflaps on all models, and the addition of headlight washers on P-types. All B-pillar and nose badges for cars sold in North America read "Celica Supra" and only P-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 lb⋅ft (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.^[2] Another notable change in the 5-speeds was the switch to a 4.30:1 gear ratio in the rear differential. All automatic Supras 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 included a 130 mph (210 km/h) speedometer instead of the traditional 85 mph (140 km/h) one and the automatic climate control display was also changed. The previous year's cassette and 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 lb⋅ft (229 N⋅m) of torque. All Supras this year had the 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 netted a 16.1 second quarter mile at 85 mph (137 km/h).^[13]

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. 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 P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brake light on the hatch. These were all labelled officially as 1986 models. P-types were the only model available in 1986.

A60's 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 to 1986.
  • 82–83: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 174 hp (130 kW) and 207 lb⋅ft (281 N⋅m) of torque. Analog dash, no fender flares.
  • 84–86: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb⋅ft (287 N⋅m) of torque. Digital dash, P-Type fender flares.

Great Britain

• Sold from 1982 to 1986.
  • 82–83: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb⋅ft (287 N⋅m) of torque. Analog dash, no fender flares.
  • 84–86: 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb⋅ft (287 N⋅m) of torque. Digital dash, P-Type fender flares.

Australia, Sweden, & Switzerland

• Sold from 1984 to 1986.
  • 2,759 cc (2.759 L; 168.4 cu in) SOHC 5M-E 140 
    kW; 138 hp
    ) and 167 lb⋅ft (226 N⋅m) of torque.
  • The Supra in Australia was sold from 1983 to 1986 had a digital dash, fender flares, 14x7-inch wheels, 84 style lights, single piece spoiler, LSD and optional sunroof. This was the only variant and no L Types were offered.
• In Australia, the Supra (manufactured between 1982 and 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 to 1985
  • 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE 178 hp (133 kW) and 212 lb⋅ft (287 N⋅m) of torque. Digital dash, P-Type fender flares.

Japan

Quick information

A70 (1986–1992)

A70
Overview
Also called	Toyota Supra A70
Production	May 1986–1992
Body and chassis
Body style	fastback coupe
Platform	A70
Powertrain
Engine	1,988 cc (1.988 L; 121.3 cu in) 1G-GTE I6 2,491 cc (2.491 L; 152.0 cu in) 1JZ-GTE I6 2,954 cc (2.954 L; 180.3 cu in) Toyota 7M-GE I6 2,954 cc (2.954 L; 180.3 cu in) W58 manual 5-speed R154 manual 4-Speed Curb weight	1,350–1,540 kg (2,976–3,395 lb) (manual) 1,625–1,815 kg (3,583–4,001 lb) (automatic)

In May 1986, Toyota was ready to release its next version of the Supra. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front-wheel drive, utilizing the

All Japanese market Supras with the various versions of the 2.0 L engine were installed in a vehicle that was slightly narrower on the outside so as to be in compliance with Japanese Government dimension regulations so that Japanese buyers weren't liable for yearly taxes for driving a larger car.

The new A70 Supra engine, the

The third generation Supra was introduced in May 1986 as a free standing model, officially separating it from the Celica. Whereas the Celica became a front-wheel-drive sport coupe, the Supra retained its image as a rear-wheel-drive sports/GT car. The new Supra would continue to move upscale and become a showcase for Toyota technology. Originally meant to be released in 1985, production delays caused the model to actually be introduced mid year.^[citation needed] The all new Supra was powered by a 3.0-liter DOHC inline six-cylinder engine rated at 200 bhp. Notable features included an electronically controlled independent suspension (called the Toyota Electronic Modulated Suspension – TEMS), and some came with a removable Sport-Roof panel (Targa top).

Estimated North American Export Production: 33,283^[15]

1987

The first Supra Turbo was introduced in 1987. The inter-cooled, turbo charged version of the 3.0-liter inline 6-cylinder engine boosted power to 230 hp (172 kW; 233 PS) 240 lb·ft (325 N·m). The Turbo model also included an engine oil cooler and integrated rear spoiler. The sports package, which was standard on the Turbo and optional on the base model, included a limited slip differential (LSD), TEMS, and headlamp washers. A new Anti-Lock Braking System (ABS) was optional on both models. Also in 87 a new beige/tan color combination was implemented, and only 1000 models were produced with this scheme. Toyota installed its variable induction technology into the DOHC twin turbo 1G-GT called T-VIS and also included it into the 7M-GT engine as well.

Estimated North American Export Production: 29,907^[15]

1988

Not much changed for the 1988 year, with the exception of the dropping of two-toned brown exterior paint. The turbo spoiler brake light changed from a square, to a trapezoid shape. Seat pattern was changed from squares to lines, and "foil" on climate control and switch gear changed from light to dark gray. Japanese buyers could select from six different trim packages starting with the top level 3.0 GT Turbo Limited with the 7M-GTEU, followed by 3.0 GT Turbo, GT Twin Turbo with the 1G-GTEU DOHC 2.0 L engine, the GT with the 1G-GEU 2.0 L DOHC, the G with the 1G-EU and the S with the 1G-EU engine as the base model. All Japanese Supras came with either a 5-speed manual transmission or the 4-speed automatic transmission with ECT-s except the G and the S where ECT-S wasn't available. In Japan the 3.0 GT Turbo Limited, the 3.0 GT Turbo and the GT Twin Turbo were installed standard with a digital instrument panel, the 3.0 L installed versions came with an AM/FM Cassette stereo with an integrated CD player and cruise control. Climate control was also standard on all turbo equipped vehicles, and leather interior was only available on the GT Turbo Limited.

Estimated North American Export Production: 19,596^[15]

1989

During the year of 1989, modifications to the wastegate actuator, feed location and engine management netted another 2 hp (1 kW) on the turbo model. The engine mount and brace were also changed in late 1989, with the exact date not known as of this writing. The changes made to the cross member and mounts made to accommodate the 1JZ engine for Japan models. The protective body molding was also changed by taking away the steel reinforcement. This made the molding lighter and prevented the rusting problem on the previous years. The "white package" was introduced as well, featuring white body molding and white wheels. Interior choices were limited to blue and burgundy only. Other than pure cosmetics, there was nothing different from other models. All models received rear 3 point seat belts to replace the previous years' two point lap belts. New tail lights, front bumper with integrated lower grille (as opposed to the previous years' detachable grille), side mirrors, turn signals, upper grilles, foglights, steering wheel, door panels, climate control, window switches and bezels, and stereo. Addition of coat hooks on B-pillar and removal of rear seat pockets round out interior changes. Turbo models received three piece spoiler with integrated LED brake light. 1989 also marked the end of headlight washers in the US and SuperMonitor; an advanced system offered by Toyota able to calculate miles able to be traveled on current tank, ability to check vehicle codes from inside the cabin, among other features.

Estimated North American Export Production: 14,544^[15]

1990

For the 1990 model year, changes included larger protective laminate in front of rear wheels, lower redline (owing to the heavier crank with cylinders 2 & 5 counterbalanced), redesigned steering wheel with cruise control relocated to a stalk on the right side. In addition to an airbag and airbag indicator light on dash, there was also a redesign of the left side switch panel, which replaced one of the coin slots with the dimmer. Lower dash panel became a two piece design, which was also much heavier than the previous one piece panel owing to a change in material. Finally the memory lever on the steering column was removed.

Estimated North American Export Production: 6,419^[15]

1991

For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16x7 aluminum alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels. Body molding changed in color to better match the exterior. The front "Supra" emblem was also changed to the current corporate oval Toyota symbol. The speedometer was also revised, and included more lines in the speedometer, that were removed in 1989, but still did not have as many (one line per mph) as 86.5 to 1988 models. New interior colors shadow gray and deep red were introduced, which marked the end of medium gray, tan and burgundy. Blue became only available on white packages, and those with blue paint. Burgundy was replaced with white package-only deep red. Every other body color received shadow gray, with leather interiors retaining medium gray seats and interior inserts. Front speakers were changed from 3.5" to 6.5" and the speaker cover was also enlarged to accommodate them.

Estimated North American Export Production: 3,623^[15]

1992

For 1992 leather shadow gray interiors received black seats and inserts. Non-turbo models lost the option of a targa top, and a new optional subwoofer was available. Subwoofer-equipped Supras did without the rear bins, and wooden "floorboard." Instead rear carpet was molded to the spare tire, and there was a cut-out for the woofer housing.

Estimated North American Export Production: 1,193^[15]

JZA70 and GA70

The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 PS (206 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and the GA70 with a 2.0 L 210 PS (154 kW) twin-turbo 1G-GTE and non turbo 1G-GEU.

A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had a Torsen differential, Bilstein suspension, larger diameter sway bars, Recaro seats, Momo wheel and gear knob and matching interior trim. The front lip included front brake ducts. The Twin Turbo R introduced the color option Metallic Dark Green. This model was the fastest production A70.

Turbo A

The Turbo-A was Toyota's evolution model for [Group A] Japanese Touring Car Championships (JTCC) all over the world which required a minimum homologation run of 500 units which were only sold in Japan and was produced between August and September 1988. Thus the term 88 Spec A. Some noted differences between the standard Supra 3.0 GT and the Turbo-A model are both cosmetic and mechanical. The engine came with a special head that had less valve shrouding, and clearance cut for higher lift cams. TRD sourced cams helped increase valve lift and the stock CT-26 turbo had a slightly larger inducer. The intercooler had extra rows of cooling tubes and the intercooler piping was larger in diameter. The turbo-A had a 65mm throttle body, instead of the standard 7M-GTE 60&mm size.

The fuel management used a MAP system, instead of the standard Karmen Vortex AFM and is a popular and easy swap-out for stand-alone management systems. The front bumper and the 3-piece spoiler and taillights were used on all Japanese market and US market cars. European market vehicles starting in 1989 instead of the typical 86–88 set, were sold in a stealthy plain white, without decals or the 3-piece tailgate spoiler. The front nose however features an additional "Turbo A duct" to add airflow to the heat exchangers. Also unique was the side decal and rear badging ("3.0GT Turbo A") and a black paint job (paint code 202) on Japanese and US market cars. All Japanese Turbo-As came standard with grey leather interior featuring a Momo-sourced steering wheel and shift knob. European models have velour, once again rendering them incognito among the lesser 3.0GT models. Its engine bay features a 266 hp (198 kW) 7M-GTEU.

The car did not win as many races as hoped as it was bumped up a class due to engine size. Being a 3.0L, it was forced to run with more weight whereas the equally powerful, higher revving but slightly smaller capacity R32 Skyline GTR did not have the same weight restriction. It was soon outperformed by the Skyline GT-R R32 when it made its debut in 1990. For the Japanese Touring Car Championship (JTCC), Toyota would in 1991 switch to racing the Corolla Levins instead in the lower category until the series final year in 1993. However in the less 'limited' racing, like Group B Rally Championships, National Drag racing, Hill climbs, Sprint Events and Clubmans series, the Supra Turbo-A did considerably better.

All Turbo-A cars were fitted with a TRD-sourced torque-vectoring mechanical limited-slip differential with 50:50 left:right lockup on full throttle. TRD was also responsible for the thick rear-anti squat tram-rods which was integral to the multi-link rear suspension setup to control rear squat under hard acceleration and launching.

Quick information

Mark IV (A80; 1992–2002)

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models,^[16] and official mass production began in April 1993.^[16] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb⋅ft (280 N⋅m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb⋅ft (431 N⋅m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb⋅ft (427 N⋅m) at 4000 rpm.^[16] (326hp / 325lbft for Europe)

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 mph (175 km/h).

The twin turbos operated in sequential mode, not parallel. Initially, 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, where it already produced 300 lb⋅ft (410 N⋅m) of torque. At 3500 rpm, some of 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. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy 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, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan

The stock Mark IV 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. Despite its curb weight, in 1994 the Mark IV managed remarkable

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO₂ despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO₂ emissions in the range of 224 g/km.^[citation needed]

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

Possible successor

Motor Trend has reported a possible Supra successor could be based on the Toyota FT-HS (Future Toyota-Hybrid Sport),^[23] which debuted at the 2007 North American International Auto Show. A Supra successor could be powered by a 3.5-liter V-6 hybrid system generating over 400 hp. Toyota says it is not rushing the Supra successor but instead is waiting to see how the sales and interests of its GT86/FR-S goes.^[24]

In 2010, Toyota applied for a trademark to the Supra name. The trademark must be used within three years for it to be valid.^[25] In December 2011, Autoguide reported a possible Supra replacement that would sit above the Toyota 86.^[26] Tetsuya Tada, the chief engineer of the Toyota 86/Scion FR-S told reporters in Germany "the president (Akio Toyoda) has asked me to make a successor to the Supra as soon as possible."^[27]

In late 2013, AutoBlog reported a Supra successor concept was coming to the January 2014 North American International Auto Show.

On February 10, 2014, Toyota submitted an application to the United States Patent and Trademark Office to renew the Supra trademark.[30]

Motorsport

Awards

• The Mark II Supra, with its all-new design, quickly became a success in the US where it was awarded the
  Ten Best list
  for 1983 and 1984.
• In 1994, the Mark IV Supra won Popular Mechanics "Design & Engineering awards".^[3]

United States timeline

Wikimedia Commons has media related to Toyota Supra.

• 1979 – Celica Supra Mark I introduced with 2,563 cc (2.563 L; 156.4 cu in) SOHC 4M-E I6 engine.
• 1981 – Mark I engine displacement upped to 2,759 cc (2.759 L; 168.4 cu in) with SOHC 5M-E I6 engine.
• 1982 – Mark II Celica Supra introduced with a 2,759 cc (2.759 L; 168.4 cu in) DOHC 5M-GE I6 engine.
• 1986–1986.5 Mark III Supra introduced on its own platform with 2,954 cc (2.954 L; 180.3 cu in) DOHC 7M-GE I6 engine.
• 1987 – Option of turbocharger to 2,954 cc (2.954 L; 180.3 cu in) DOHC 7M-GTE engine that produces 230 hp (172 kW) 245 lb⋅ft (332 N⋅m).
• 1989 – Restyled. Turbo power increase to 232 hp (173 kW) & 250 lb⋅ft (339 N⋅m).
• 1993–1993.5 Mark IV Supra introduced with 2,997 cc (2.997 L; 182.9 cu in) turbo (2JZ-GTE) or non-turbo (2JZ-GE) DOHC engine.
• 1996 – Turbo only available with automatic transmission owing to OBD2 certification requirements. Targa roof standard on all turbo models.
• 1997 – Manual transmission available on turbo models. Restyled front bumper and grey (instead of black) taillight surrounds. Restyled headlights, now black on the inside with chrome rings (all chrome previously) and a clearer lens. All 1997 labeled as 15th Anniversary model. New grey dash panels to replace the previous black. Japanese production stopped in September.
• 1998 – Slight restyling of interior. 3-spoke steering wheel introduced. Slightly updated seat design (headrest is no longer separate) VVT-i on non-turbo models which increased power. Turbos not available in states that require California emissions.
• 1999 – Export of Mark IV Supra halted in the US, production in Japan continues.
• 2002 – Production of Mark IV Supra halts.

References

External links

• auto car Europe power figures

• Official Toyota Supra site – UK Template:En icon
• Toyota.com : Vehicles : Supra (official site)
• blog.toyota.co.uk : Vehicles : Supra History (official site)
• Celica XX Club in Japan (page in Japanese)
• GAZOO.com Toyota Celica XX（1st generation）
• GAZOO.com Toyota Celica XX（2nd generation）
• UK Spec Supra MK4 Power Figures