The Toyota Supra is one of the greatest cars to anytime appear out of Japan and is internationally accustomed as a sports car icon. Produced from 1979 until 2001 in Japan (only produced until 1998 in North America), anniversary bearing has remained a best belvedere for tuners about the world. Every bearing came with a aerial horse ability inline six agent either artlessly aspired, turbocharged or accompanying turbo charged. The Toyota Supra’s engines accommodate the 5M-GE, 7M-GE, 7M-GTE, 1JZ-GTE, 2JZ-GE and the belled 2JZ-GTE. Alike today there isn’t a added accepted generation, abiding anybody wants a MK4 Toyota Supra but the MK2 and MK3 Supras accept HUGE followings!
MKII Toyota Supra
Produced from 1982 until 1986 the additional bearing Toyota Supra (still accepted as the Celica Supra) came with a inline six 5M-GE with 175 horsepower. It had a boxlike shape, cast up headlights and advanced fender flares.
MKIII Toyota Supra
The Mark III Supra was alien in mid 1986. In the aboriginal year it was alone accessible with a 200HP 7M-GE engine. In 1987 the Toyota Supra fabricated a Turbocharged archetypal with a 230HP 7M-GTE, the fresh archetypal came with turbo badges, R-154 transmission, rear addle-brain and added accessories. In 1989 the Supra was semi-updated with a fresh advanced bumper, 3 allotment appendage lights, fresh trim, 3 allotment rear addle-brain and added accessory accessories. In Japan, 1989 was additionally the year the Accompanying Turbo R copy was released, it sported a accompanying turbo aerial revving 1JZ-GTE ability bulb with 280HP. The 1JZ was downgraded to 2.5L which didnt accord it as abundant torque to ability as the 7M did, but its the “smooth power” what won its owners over. Today, the 1JZ is a accepted bandy for MK2 and MK3 Supras akin and are acceptable added and added difficult to acquisition a appropriate alien 1JZ. The MKIII Supra was fabricated from 1986.5 to 1992.
MKIV Toyota Supra
Without a agnosticism the Mark IV Toyota Supra is one of, if not the car what defines the appellation “Japanese Sports Car”. It has the looks, ascendancy and the POWER. In 1993 the best recent archetypal Supra was appear and has back been the affiche car for the college chic acceptation scene. Its been in endless movies, Its won abounding annoyance chase series, appearance series, dyno challenges and has baseborn the activity out of endless beef car owners on the highway. There is no abstinent how almighty the 2JZ powerplant is with its 320HP banal – bethink this was in 1993 back best cars came with not alike bisected of that! The accompanying turbo’s are usualy the aboriginal account on the advancement account for best tuners, there accept been affluence of able accompanying turbo supras out there, but the easiest way to accomplish ability on the 2JZ is with a huge distinct turbocharger. Its a adequately simple assignment to cull out 700+HP on the 2JZ-GTE and there are absolutely a few Supras over 1000-1500+HP. The MKIV Supra continues to go up in amount and abounding anticipate its not fair, but artlessly put, its a SUPERCAR and for 30K+ its a steal. The Supra, acutely saw its aftermost day in North America in 1998.
With the new model of Supra, 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, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. 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 ft·lb (427 N·m) at 4000 rpm. 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 turbo version was tested to reach over 285 km/h (177 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.
The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12B turbos (for the JDM market, USDM market was CT20/CT20A with variations- some are ceramic- notorious, some are not. For UK market steel blades (CT-20/CT-20A).
Some differences in the OEM twin turbo JDM and USDM/UKDM JZA80 turbine setups include:
JDM (CT12) has 3 bolt flanges for turbo to header. USDM/UKDM (CT20) is 4 bolt.
JDM (CT12) has no pressure bypass X-over pipe, USDM/UKDM (CT20) does.
JDM (CT12) has oval exhaust header to turbo ports and 3" downpipe, some are 2 bolt, some are 3 bolt.
USDM/UKDM (CT20) has 4" downpipe outlet, and full bore round ports from exhaust header to turbo.
Supposedly both setups are rebuildable from Garrett or other parts bin similarities with machining. Some rebuilds are better than others.
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. Approaching 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. Approaching 4000 rpm, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE's in the form of the Acoustic Controlled Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power. The valve seal problem was back from the Mark II engines too. Another weakness is the engine mounts.
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. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.
Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium 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, larger wheels, larger 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 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3,417 lb (1,550 kg) with the manual and the automatic added another 10 lb (4.5 kg). The front wheels held 53% of the weight and the rear wheels had 47% of the weight.
For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission due to OBD-II certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models. All 1997 models included badges that said "Limited Edition 15th Anniversary." For 1997, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVT-i which raised the output by 1 hp (1 kW; 1 PS) and 2 ft·lbf (2.7 N·m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.[citation needed] In Japan, the turbo engines were installed with VVT-i as well.
The stock MKIV 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. The Supra is mid-pack among the 2-door Japanese sports cars when it comes to weight. It was heavier than the Mazda RX-7 and all aluminium Acura NSX and lighter than the Nissan 300ZX Turbo and Mitsubishi 3000GT VR4. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.95 lateral g's (200 ft) or 0.98 lateral g's. (300 ft) The MKIV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record a 70 mph (110 km/h) -0 braking distance of 149 feet (45 m) , the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by 3 feet (0.91 m) by a Porsche Carrera GT.
Sales to Canada were ceased in 1997 (there were no 1996 Supras), and in the US in 1999. Production continued in Japan until August 2002, ceasing due to restrictive emission standards to be adhered to by 2003.
Possible Mark-VThroughout the past couple of years, major print and online auto publications have hinted at a possible revival of the Supra, pointing the car in different directions. The vehicle was originally thought to be the flagship or halo model in the Toyota lineup, be powered by a high output V8, and have an estimated cost anywhere between $50,000 and $70,000. Other rumors hint at a V10 F1-inspired powerplant, like the current BMW M5 and M6, though 2006 saw F1 engines change to V8s. Power is 500 bhp (373 kW; 507 PS) or more, as this was likely due to the increasing number of sightings of a high performance sports car being tested throughout Europe and, more specifically, on the Nürburgring. These vehicles turned out to be the test mules for Lexus' LF-A.Mark IV (1993–2002)
1994 Supra with Targa top
The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12B turbos (for the JDM market, USDM market was CT20/CT20A with variations- some are ceramic- notorious, some are not. For UK market steel blades (CT-20/CT-20A).
Some differences in the OEM twin turbo JDM and USDM/UKDM JZA80 turbine setups include:
JDM (CT12) has 3 bolt flanges for turbo to header. USDM/UKDM (CT20) is 4 bolt.
JDM (CT12) has no pressure bypass X-over pipe, USDM/UKDM (CT20) does.
JDM (CT12) has oval exhaust header to turbo ports and 3" downpipe, some are 2 bolt, some are 3 bolt.
USDM/UKDM (CT20) has 4" downpipe outlet, and full bore round ports from exhaust header to turbo.
Supposedly both setups are rebuildable from Garrett or other parts bin similarities with machining. Some rebuilds are better than others.
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. Approaching 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. Approaching 4000 rpm, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE's in the form of the Acoustic Controlled Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power. The valve seal problem was back from the Mark II engines too. Another weakness is the engine mounts.
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. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.
Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium 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, larger wheels, larger 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 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3,417 lb (1,550 kg) with the manual and the automatic added another 10 lb (4.5 kg). The front wheels held 53% of the weight and the rear wheels had 47% of the weight.
For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission due to OBD-II certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models. All 1997 models included badges that said "Limited Edition 15th Anniversary." For 1997, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVT-i which raised the output by 1 hp (1 kW; 1 PS) and 2 ft·lbf (2.7 N·m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.[citation needed] In Japan, the turbo engines were installed with VVT-i as well.
The stock MKIV 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. The Supra is mid-pack among the 2-door Japanese sports cars when it comes to weight. It was heavier than the Mazda RX-7 and all aluminium Acura NSX and lighter than the Nissan 300ZX Turbo and Mitsubishi 3000GT VR4. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.95 lateral g's (200 ft) or 0.98 lateral g's. (300 ft) The MKIV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record a 70 mph (110 km/h) -0 braking distance of 149 feet (45 m) , the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by 3 feet (0.91 m) by a Porsche Carrera GT.
Sales to Canada were ceased in 1997 (there were no 1996 Supras), and in the US in 1999. Production continued in Japan until August 2002, ceasing due to restrictive emission standards to be adhered to by 2003.
Topspeed.com was among a number of publications that claimed that there will be a return of the Supra in 2008 but Toyota debunked this rumor on August 15, 2006. The same numerous publications that originally speculated on a future Supra all stated no new vehicle was being developed. According to an AutoWeek article on current and upcoming Toyota vehicles, all rumors on the Supra's return are false. Automotive News
