2020 Supra (A90) Reviews Compilation!

Dannyvandelft

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Ordered A91 edition Supra
And that's bad how? We get gorgeous Japanese styling, with the best 6 cylinders in the world, without paying BMW tax.

Win, Win, Win.




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Paolo

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And that's bad how? We get gorgeous Japanese styling, with the best 6 cylinders in the world, without paying BMW tax.

Win, Win, Win.
These journalists need to write a story so they find any online complaints and sensationalize it to get the hits.
IMHO, its a win for the customers and their wallets.
Can't understand why they so twisted about this as 2 manufacturers are better than one.
 

Paolo

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Toyota's sexy sports car proves it has the presence to match its thrilling performance.
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BY RICH CEPPOS
OCT 15, 2020

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10,000-Mile Update
We've been driving our Toyota Supra 3.0 for eight months and 10,811 miles, and in that time we've learned something about it that no amount of track testing or comparison test battles could have predicted: that it would have instant street cred. For many people, our Downshift Blue Supra was the first they'd ever seen—Toyota has sold only 3798 through September—and it continually draws admiring looks, lustful glances, and a steady stream of "oohs" and "what's that?" In the court of public opinion, it's one killer sports car. We couldn't agree more.
Manufacturers build cars like the Supra in part to cast a halo over the rest of their lineup—they're actually called halo cars in industry parlance—and to burnish the reputation of the parent company that makes them. The Supra is doing exactly that. As Exhibit A, we offer some observations that our staffers have penned in the Supra's logbook.
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"A man in a Honda Fit followed me to a Jimmy John's drive-through," wrote staff editor Austin Irwin, "parked, and walked over and asked to take a photo of the car. Another guy flagged me down at a Taco Bell to tell me his brother had a Supra from the 1990s." (Eating a lot of fast food these days, Austin?—Ed.) Then there was the robotics engineer who circled the Supra in yet another parking lot and exclaimed, "You bastards. You got the new Supra. Seeing this car, I'm going to buy one."
After driving the Supra for a two-week span, editorial operations manager Juli Burke reported, "I got a lot of long, longing looks from car fans." Print director Eric Tingwall observed, "This car attracts constant attention from males ages eight to 40. They all know it's a Toyota Supra, they think it's cool, and those who are aware that BMW builds it could not care less about its origins." He added, "The Supra appears to be rehabbing Toyota's beige reputation far more successfully than the Scion FR-S/Toyota 86. This is a halo car doing exactly what halo cars are supposed to do."
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Indeed, what the citizenry inferred from the Supra's muscle-bound sheetmetal is exactly what it's been delivering from behind the wheel. We've already reported on its ripping performance—60 mph in 3.7 seconds and 1.05 g of skidpad grip. Speed and handling would never be an issue; what we wanted to know was what it was like to live with.
So far, so good. Our first 10,000 miles were accumulated virtually all within Michigan's borders thanks to COVID-19 concerns. But ours is a big state, and our drivers crisscrossed it multiple times visiting the burgs of Gaylord, Oscoda, South Haven, and the famous Warren Dunes State Park in Sawyer. We used it for weekend getaways as well as for daily commutes and grocery-store runs.
But nothing we did with it dulled its shine. Our admiration starts with the BMW-sourced turbocharged 3.0-liter inline-six, which propels our 2020 model like it has more than the claimed 335 horses. The 2021 models receive a bump to 382 horsepower. And we confirmed our car's status as an overachiever with a chassis dynamometer test. "I hope BMW charged Toyota a lot of money for this engine," said director of vehicle testing Dave VanderWerp, "because it's one of the greats." Assistant technical editor Max Mortimer added, "I love how rowdy and pure the exhaust note is." Nail the throttle at 10 mph and the Supra lights up its rear tires, the engine lunges for the 7000-rpm redline, and the exhaust blats out the howl of a thousand angry bloodhounds.
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But hit the highway and the Supra settles down to a civilized cruise. "It did surprisingly well on a 600-mile weekend road trip," said VanderWerp. "Highway ride is very reasonable, and the tires only get really noisy over the rare concrete sections." Irwin added: "I love the seating position, low like a race car but within reach of the controls. Drive anything else after a week in the Supra, and you'll feel like a substitute bus driver."
On longer trips, the Supra surprised us with how parsimonious it was with fuel. During VanderWerp's weekend getaway to Michigan's northern regions, he noted, "Even when cruising at 80 mph, the trip computer was showing 35 mpg. Amazing." And despite our heavy-footed treatment in local driving, the Supra's average fuel economy to date is 24 mpg.
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Inevitably, spending months with any car brings its weak points into focus, and the Supra has several. There has been no agreement on seat comfort. Our tallest driver liked the leather-covered buckets just fine, while an average-sized driver complained of the fit. But both agreed that the Supra's sexy styling, with its low roof and slits for windows, hurt visibility to all sides and made traffic lights hard to see without scrunching down in the seat. Its down-low proportions had even our youngest and most limber staffers complaining about how awkward it is to climb in and out of.
And don't even try to drive it with the windows down. Something about the Supra's bulging shape creates buffeting inside the cabin so vicious that by 55 mph your left hand involuntarily reaches for the window switches. "Heartbreaking," Irwin said. "I want to hear all of the exhaust sound and feel the wind rush." We'd also like more interior storage space, an exterior release button for the rear hatch, and a fuel gauge with markings that are easier to decipher. But really, everyone who cites a complaint about the Supra ends up saying how much they like it nonetheless.
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We started this test wondering if a car jointly developed by two companies with very different engineering philosophies would introduce reliability issues that neither would have had if they built the car alone. If the first 10,000 miles are any indication, the answer is no. The Supra's service record has been as impeccable as we'd hope for if it were a Camry. It just received its first required service, an oil-and-filter change and a multipoint inspection, that cost $210. Beyond that, it has spent zero time at the dealer for unscheduled maintenance.
We couldn't be happier with it as we continue to pile on the miles. Time stuck in the shop means less time on the road. And no one around here wants to miss a chance to wrap their hands around the Supra's steering wheel and revel in its straight-six's joyful shouts.
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Months in Fleet: 8 months Current Mileage: 10,811 miles
Average Fuel Economy: 24 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 320 miles
Service:$210 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Introduction
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We are not putting the new Toyota Supra though a 40,000-mile long-term test to explore how we feel about it. We already know that it's quite good and that we like it a lot. To see how deep our respect for this killer two-seater goes, just follow the editorial breadcrumbs that we've dropped over the past year or so.

We heaped praise on the Supra the first time we drove it. We thought it was hot enough to pit against the BMW M2, Ford Mustang Shelby GT350, and Porsche 718 Cayman in a comparison test—and then against a BMW Z4 roadster in another shootout. It was so quick in our testing that we strapped it to a chassis dyno to verify its horsepower rating, which turned out to be more than Toyota claimed. We pushed it to the limit in our 2019 Lightning Lap track event, where it impressed. And then we gave it a 10Best award, the highest honor we can bestow on a new vehicle. Now we're filling in the missing part of the picture: how this brilliant sports car holds up to the daily grind.
https://www.caranddriver.com/photos/g32032818/2020-toyota-supra-reliability-maintenance-gallery/
There's a reason for our heightened curiosity about the Supra's long-term dependability. Toyotas have a reputation for being impossible to kill, but this is not your average Toyota. It's a mixed breed—part BMW, part Toyota. Toyota leveraged BMW on the Supra project, borrowing what it could from the Z4, much to the dismay of committed fanboys of previous-generation Supras, who wanted the new one to again be pure Toyota.
Whenever two companies with two different engineering cultures attempt to integrate their components and technologies, the door opens to potential glitches. Would this joint-venture car start showing issues somewhere down the figurative and literal road? That's what we're going to find out.
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Mechanically, the Supra is more BMW than Toyota. Okay, maybe it's all BMW. Its turbocharged B58 3.0-liter inline-six, ZF eight-speed automatic transmission, electronically controlled limited-slip differential, steering rack, and suspension components are from BMW—the same basic pieces employed in the Z4 M40i. For 2020, Supras are fitted with a 335-hp version of the B58 inline-six, while the Z4 M40i launched with 382 horsepower. For 2021, Supras will get that higher-output engine tune as well.
Inside the Supra's tomb-dark cabin, you'll find more BMW gear, including the German company's electronic shifter, infotainment controls, and audio switches. Toyota was responsible for the Supra's exterior and interior design, the engineering of its body shell, and how its ride and handling was tuned. But the biggest difference between the two cars is that the Supra is a hatchback and the Z4 only comes as a convertible.
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Our Downshift Blue Supra is the mid-grade GR (Gazoo Racing) 3.0 Premium model. Thanks to a full helping of standard comfort and convenience features, it's as much a grand tourer as it is a sports car. Its goodies include heated, 14-way power-adjustable seats covered in black leather; a head-up display; an 8.8-inch touchscreen infotainment system with navigation; automatic climate control; and a 12-speaker JBL audio system. Pre-collision automatic braking with pedestrian detection and lane-keeping assist are standard. To that we added just one major option: the Driver Assist package, which brings adaptive cruise control, blind-spot monitoring, and rear cross-traffic alert with emergency braking. A carpeted rear cargo mat and wheel locks brought the $54,945 base price to $56,285.
When our car arrived in mid-February, we attempted to fit it with a set of winter tires. It was virtually impossible to find a single source that could provide a matched set of high-performance winters in the Supra's size—255/35R-19 in front, 275/35R-19 at the rear. Enter Pirelli, who graciously pulled together a special set of Sottozero Serie II's for us in the correct sizes. "These are the most performance-oriented, street-legal winter tires available," Pirelli claims. Indeed, the fronts are designed for the Lamborghini Aventador, while the rears are intended for the Aston Martin DB9. Who drives their Lambo or Aston in the snow? We want to meet these people. We ultimately found that, between Tire Rack and Summit Racing, you could piece together a similar set for $1350.
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Once set up with the proper footwear for foul midwestern winter weather, we eased the Supra through its 1200-mile break-in period, during which time engine revs are supposed to be kept below 4500 rpm and the vehicle below 100 mph—both surprisingly hard to do in a car this swift. With its factory Michelin Pilot Super Sport summer tires reinstalled for its initial outing at the test track, we once again witnessed performance that puts the Supra in the company of some serious high-performance machinery.

Our 3388-pound test car rocketed to 60 mph in just 3.7 seconds and through the quarter mile in 12.2 seconds at 113 mph. It circulated the skidpad at 1.05 g and stopped from 70 mph in 148 feet. Technical editor David Beard reported that it orbited the 300-foot skidpad with its rear end sliding as much as any car he's ever tested. We experienced the same tail-happy tendency in our previous tests, during flat-out laps at Virginia International Raceway (VIR), and on our favorite on-ramps on the winter tires. It's part of what makes the Supra feel exciting and on edge when driven hard. But as print director Eric Tingwall said of his laps in the car around VIR, "It can be a bit much." Toyota revised the Supra's suspension tuning for 2021, and we look forward to seeing if those changes make its rear end less prone to stepping out.
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That particular behavior is something you'll only see when pushing the Supra to its limits. In normal driving, it's sweet, encouraging, and fun. It rides well enough to be a long-distance cruiser. It's agile enough to be fun anytime the road squirms. It's fast enough to make you laugh every time you nail the throttle. The BMW six-cylinder sounds fantastic. And its weird-science styling garners plenty of attention. In short, the Supra makes you feel good. Now we'll see if its maintenance requirements and day-to-day livability break that spell or enhance it.
Months in Fleet: 1 month Current Mileage: 1,798 miles
Average Fuel Economy: 23 mpg
Fuel Tank Size: 13.7 gal Observed Fuel Range: 310 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
2020 Toyota GR Supra Premium
VEHICLE TYPE

front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
PRICE AS TESTED
$56,285 (base price: $54,945)
ENGINE TYPE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement
183 in3, 2998 cm3
Power
335 hp @ 6500 rpm
Torque
365 lb-ft @ 1600 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 13.7-in vented disc/13.6-in vented disc
Tires: Michelin Pilot Super Sport, F: 255/35R-19 (96Y) ★ R: 275/35R-19 (100Y) ★
DIMENSIONS
Wheelbase: 97.2 in
Length: 172.5 in
Width: 73.0 in
Height: 50.9 in
Passenger volume: 51 ft3
Cargo volume: 10 ft3
Curb weight: 3388 lb
C/D TEST RESULTS: NEW
Rollout, 1 ft: 0.3 sec
60 mph: 3.7 sec
100 mph: 9.5 sec
130 mph: 17.5 sec
150 mph: 26.8 sec
Rolling start, 5–60 mph: 4.5 sec
Top gear, 30–50 mph: 2.7 sec
Top gear, 50–70 mph: 2.8 sec
¼-mile: 12.2 sec @ 113 mph
Top speed (C/D est): 162 mph
Braking, 70–0 mph: 148 ft
Roadholding, 300-ft-dia skidpad: 1.05 g
C/D FUEL ECONOMY
Observed: 24 mpg
Unscheduled oil additions: 0 qt
EPA FUEL ECONOMY
Combined/city/highway: 26/24/31 mpg
WARRANTY
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
5 years/unlimited miles corrosion protection;
2 years/unlimited miles roadside assistance;
2 years/25,000 miles scheduled maintenance


https://www.caranddriver.com/reviews/a32032594/2020-toyota-supra-reliability-maintenance/
 
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Paolo

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Toyota Supra review: it’s a BMW with a Toyota badge
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  • By Stephen Corby
  • The Weekend Australian Magazine
  • 11:00PM October 23, 2020
Apparently what you’re looking at here is a Toyota. No, I didn’t believe it either. The designers at Toyota don’t do daring. I picture them wearing only synthetic fibres and safety shoes, locked in a studio surrounded by mood boards featuring fridges, washing machines and unadorned rice.

This car, allegedly called the “Toyota” Supra, looks like it was accidentally created after someone swatted an errant wasp onto the design drawings and then, in a hilarious mix-up, the engineers thought they should build the broken bug rather than the sketches. Or, as my terrified daughter put it, “Someone squished your car!”

It was, of course, designed to look as little as possible like a BMW Z4, a difficult task considering that’s exactly what it is, underneath. The Supra was built in a collaboration between Toyota and the seemingly incompatible BMW, from which was born, on the German side, a very attractive Z4.

While Toyota went in a different direction, the interior has plenty of BMW bits – including the infotainment screen and the iDrive controller that runs it – which creates a confusing aesthetic, like an Aldi fitted out by Harrods. Unfortunately, the bits you’ll touch most often, the steering wheel and gear lever, feel cheap and a bit nasty, which suggests that this is a cut-price version of the sexy German car (which can also drop its roof, not an option in the Supra).
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While a starting price of $84,900 seems a lot for something with a Toyota badge, you are getting the very best of BMW under that squiffy bonnet, a 3.0-litre six-cylinder with a handy 250kW and 500Nm. Confusingly, you can have a more attractive, classier-feeling Z4 for… exactly the same price, but it only gets a four-cylinder engine with 145kW and 320Nm. The full-fat, Supra-shared engine will cost you $124,900 in the Z4 M40i.

Inherently biased as we all are towards more expensive things, you’d expect the BMW to be the better car, and for our first two days together I strongly concurred. The Supra felt slightly brittle, occasionally noisy and lacking in the Z4’s combination of refinement and rage. But then I took the Toyota out of town, tweaked its buttons and threw it at a corner. Two seconds later I was loudly suggesting sex with myself, and two minutes later I was giggling with glee.

The Supra holds the road without the expensive weightiness of a supercar, but with a similar tenacity. It doesn’t just bite into a bend, it feels like it’s keen to stay in one forever – and as you fire out of a corner the rear end gives a little self-satisfied snap. The whole experience feels sharp, instantaneous, visceral.
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Overall, the Supra feels supremely light (although at 1.5 tonnes it’s just 110kg less than its BMW sister); it’s that incredible lightness of being that makes sharp switchbacks, in particular, an enormous hoot. There is no sense of weight shifting side to side, just flat-out fun, and pace, with a 0 to 100km/h time of 4.3 seconds. Yes, the steering is light compared to the Z4, or any more expensive car, yet it feels better. Just righter, somehow.

Then there’s the bit they have to thank BMW for: the stunning turbocharged engine, which will rev hard all the way to 7000rpm, singing happily, if somewhat reedily. It is Katy Perry to the BMW’s Adele, and can sound, at times, like tin cans being thrown into a ravine.

The gear shifts – using slick BMW paddles on the steering wheel – are fabulous, although having eight cogs to choose from can be exhausting. I do dearly wish this car came with a manual gearbox option, because it would so suit its purist personality. It’s a bit like a Stig action figure coming without a helmet.

Still, it’s a vanishingly rare treat to find a cheaper version of something that’s superior to the pricey one, and that’s exactly what the Supra is. No, it’s not as pretty as the Z4, but it’s the one you’d want to spend the night dancing with. I’ve thought, in the past, that Toyota only mass-produces boxes on wheels for people who don’t actually like driving. The Supra proves me wrong and, unusually, I find the taste of humble pie delectable.


Toyota Supra
Engine:
3.0-litre, six-cylinder (250kW/ 500Nm).
Average fuel: 7.7 litres per 100km
Transmission: Eight-speed automatic, rear-wheel drive
Price: $84,900
Rating: ★★★★½


https://www.theaustralian.com.au/we...e/news-story/7f941d0c93db2a55f0f20fb9889252c5
 

puzzled

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Did this guy just realize the GR Supra exists?
 

jm6k

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Can't wait for his review on the 2021 model in 5 years. I wonder if he'll have more breaking news about BMW logos being found on various parts of the car.
 

Grendel-13

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So first he kind of trashes the car and then he kinds of ending up liking it. I definitely hear Jeremy Clarksons voice in my head.

I wonder if it is possible to retrofit part of the drivers side of the center console from this right hand drive to the center console on the US left hand drive. The only thing that really bugs me is the open side of the center console. Both my phone and ipod have ended up under the seat when I've made turns and had them on top of the phone holder. I had a hell of a time getting the ipod out from under the seat, as it went under some of the cables under the seat.
 
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Grendel-13

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And that's bad how? We get gorgeous Japanese styling, with the best 6 cylinders in the world, without paying BMW tax.

Win, Win, Win.
We just need to make sure we have a good Toyota dealer for service.
 

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