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As constantly on PH, the remarks on Toyotas launch of the 2.0-litre Supra were fascinating – and not a little amusing. Maybe the most intriguing tangent of discussion, however, was the one rarely mentioned: the not insignificant matter of a sports cars and truck nameplate boasting decades of six-cylinder heritage, now provided with 4 cylinders. There were some dissenting voices, but few. Not to the level of outrage that the Porsche Cayman when it adopted a flat-four (albeit totally at the expenditure of the 6) or when the brand-new entry point to the F-Type range subtracted two from the cylinder count.
Which, given how much of the Supra mystique is developed on a straight-six, is something of an outcome for Toyota. Since if the old 2JZ didnt react to tuning along with it did, would anybody care quite a lot about the Supra? Its why when the A90 launched, Toyota claimed to have provided a sports car “faithful to Supras heritage and Tadas objective – a coupe powered by a front-mounted 3.0-litre turbocharged six-cylinder engine driving the rear wheels.” Since a Supra has a straight six like a Big Mac has beef. Four cylinders must have the Supraphiles up in arms. Relatively not.
Potential furore prevented, what you get with the 2.0 is basically the GR Supra were now familiar with – albeit riding on one-inch smaller wheels and with ever so a little various exhausts. The Supra works nicely as a driving environment, making you feel an integral part of the automobile prior to moving anywhere.
As always on PH, the comments on Toyotas launch of the 2.0-litre Supra were fascinating – and not a little entertaining. The Supra works well as a driving environment, making you feel an integral part of the car prior to moving anywhere. Its an efficient rather than a remarkable powerplant, a long-stroke slugger preferring to trade on its mid-range than chase after every last rev. Say what you will about a Porsche 718s soundtrack, however its comparable 2.0 is a good deal spritelier, a marked improvement in terms of throttle reaction, absence of inertia and determination to rev. A more beneficial contrast can be discovered in the F-Types own modular 2.0-litre unit: the Supra likewise uses short ratios to increase the sense of velocity, and uses a likewise inoffensive roar from the exhaust. Sport mode does not ruin the Supra, with the damping tightened up nicely, the mid-way setting for the traction control strikes a fantastic balance between grip and slip and the manual mode is simply that – it doesnt kick down or change up no matter what. Since the Supras flaws – the obvious appeal deficit of six cylinders versus four, a drive that cant quite live up to the sectors best – should not unjustly detract from its overall appeal.
Image credit|Harry Rudd.
What buyers ought to be able to shout about, however, is a revitalized driving experience – and from this test, thats definitely what theyll be doing. The 3.0-litre Supra wasnt bad to drive, by any ways, its just that this one feels like an enhancement across the board. The reasons are not difficult to fathom: less mass implies less work for everything to do, this Supra riding with less stress (smaller sized wheels most likely help) and steering more urgently, its tangible decrease in inertia benefitting every scenario. The automobile is fitted with identical brakes to its six-cylinder sibling, too; with 100kg less to transport down (and they are Toyotas main UK figures, with 1,395 kg playing 1,495 kg without chauffeur), it stops much better than previously, too.
Point is, the reduction in weight makes for a much more satisfying Supra to drive, the extra poise and dexterity imbuing more of a cars character to the experience. It feels really light (its really only 30kg more than a 718 Cayman PDK), flowing with the surface area and darting towards bends in a pleasing style; the standard (very excellent) active differential lends precision and composure that the similar F-Type doesnt offer, too, because a locking diff isnt a choice.
Additionally, there are some actually good touches that improve the experience. Sport mode doesnt spoil the Supra, with the damping tightened up well, the mid-way setting for the traction control strikes a fantastic balance between grip and slip and the manual mode is simply that – it doesnt kick down or alter no matter what. Which is great.
In other places, there has actually certainly never ever been 4- and six-cylinder derivatives of the same vehicle as carefully related as the two GR Supras. As part of BMWs modular household of engines (the six is the B58, this 2.0-litre four is the B48 and the 1.5-litre three-cylinder is the B38) every engine utilizes the very same 500cc-per-cylinder style, with extra ones included as the setup demands. A point the on-paper stats bear out: peak power in the 3.0 is made from 5,000-6,500 pm, which is precisely the same for the 2.0 The bigger engines 369lb ft maximum is from 1,600-4,500 rpm; the 295lb feet of this cars and truck is produced from 1,550-4,400 rpm.
On the road that indicates extremely similar attributes to those discovered in the flagship. Its an effective rather than a memorable powerplant, a long-stroke slugger choosing to trade on its mid-range than chase every last rev. Say what you will about a Porsche 718s soundtrack, however its equivalent 2.0 is a bargain spritelier, a significant enhancement in regards to throttle reaction, lack of inertia and determination to rev. A more favourable contrast can be found in the F-Types own modular 2.0-litre unit: the Supra likewise uses brief ratios to heighten the sense of velocity, and offers a likewise inoffensive grumble from the exhaust. Induction sound is noteworthy by its absence.
Difficulty is the spec sheet argument is more difficult to make, since this is a 258hp, 1,395 kg car that costs ₤ 46,000. And the M135i with which the Supra shares a powertrain. Automobiles need to be bought on the experience, sports vehicles in specific; its difficult to imagine lots of 2.0-litre clients being disappointed by the speed on deal here – however spec sheet bragging rights are definitely not its specialty.
Which makes the bad bits all the more irksome. Configurable, the basic Sport mode, mainly welcome for damping, guiding and transmission, turns the throttle pedal into a switch; all the performance apparently right at the top of the pedal. Provided the gearbox is broadly very well done, with snappier downshifts than the 3.0-litre, its a pity not to feel a bit more linked to the experience – both gearlever and paddles might offer more resistance.
Still, its a really decent chassis – amusing and capable in the very best front-engined, rear-drive custom, and is the finest Supra to drive Toyota has yet made. Whether that sweeter experience is enough to successfully market the 2.0-litre design stays to be seen. Which is a considerable gain due to the fact that we all know that stats offer cars and trucks a lot more efficiently than the subjective things; ₤ 7k more purchases the 3.0-litre and 340hp. And those concentrated on straight-out handling in four-cylinder sports cars are still better served by the 718 Cayman and Alpine A110. Although the Supra certainly feels a more appealing proposition than a four-cylinder F-Type, for what thats worth.
Because the Supras imperfections – the obvious appeal deficit of six cylinders against 4, a drive that cant rather live up to the sectors finest – shouldnt unjustly detract from its general appeal. The new entry-level model is an actually well arranged sports cars and truck, as well as a good-looking, well-built, refined two-door coupe. TOYOTA GR SUPRA 2.0.
Engine: 1,998 cc, four-cyl turboGearbox: Eight-speed automobile, rear-wheel drivePower (hp): 258@5,000-6,500rpmTorque (pound ft): 295@1,600-4,500rpm0-62mph: 5.2 secsTop speed: 155mph (limited) Weight: 1,395 kg (without driver) MPG: 38.7 CO2: 167g/kmPrice: ₤ 45,995.