Although the Supra name has been used by Toyota since 1979, when it first decided to produce a wider, lower version of its then current sporty Celica platform, it wasn’t until the MkIV — first announced in 1992 — that the manufacturer truly got it right. This wasn’t simply due to the new technologies employed in the car, of which there were plenty, but purely the design, which was a direct nod to one of the greatest Japanese cars ever made — the Toyota 2000GT.

Produced between 1967 and 1970, the 2000GT was the sexy, sleek sports car that changed the world’s view on what Japanese cars were. Considered to be Japan’s first truly collectable car, the 2000GT now commands huge prices at auctions, and is still considered one of the prettiest cars ever made. With that sort of legacy, it makes one wonder why Toyota ignored it for so long, and why it took three generations of Supra before it would infuse some sleek, romantic, open road DNA into its flagship grand tourer. Enter the MkIV.

Hot Property

First sold to the public in 1993, the MkIV Toyota Supra was an instant success. Gone was the garish, angular design of previous models, replaced by smooth, flowing lines similar to its muse, the 2000GT. Originally, it came in three different models. The non-turbo SZ, the twin turbocharged RZ and the luxury auto only GZ. From 1996 onwards two further variations were offered, the upgraded RZ-S, and the SZ-R, a sportier naturally aspirated option. Although the non-turbo version of the Supra is still a great vehicle, sporting around 165kW, it does pale in comparison to the 2JZ-GTE 3.0-litre twin turbocharged RZ, so if you are looking to buy a naturally aspirated example of the car, whatever you do don’t drive a boosted version, or you will spend the rest of your days pining for something more.

The RZ and RZ-S featured an awesome six-speed Getrag manual gearbox, well known for its strength and reliability. A four-speed auto option was also offered, and due to the high torque and power of the straight-six motor it still makes for a great drive, despite the lack of clutch.

The luxurious cabin wraps around the driver like the cockpit of a spaceship, but despite the hefty size and weight of the car, don’t expect a lot of room to move around. There are extra seats in the rear, but unless you are friendly with the height-challenged, have young kids and own a Chihuahua, don’t expect to fit much in there.

Hero Motor

Although many may argue, in reality there are just two motors considered to be the greatest high performance Japanese motors of all time. The first is Nissan’s RB26DETT, as seen in the Skyline GT-R, and the second is Toyota’s 2JZ-GTE, you guessed it, found in the turbocharged MkIV Supra. This 3000cc, twin boosted straight-six is, in classic Toyota fashion, massively over built, making it one of the strongest engines available off the factory floor. As with previous Japanese future classics vehicles featured in this series, the twin turbo Supra sits at the 206kW (276hp) mark — in line with Japan’s prevalent ‘gentleman’s agreement’ of sticking to a 206 kilowatt power cap. In truth, most factory Supras spin up a fair few ponies more than that figure, but that is nothing compared to what this engine is capable of when unrestricted. Further to that, these motors are held up on a pedestal across the world as they are more than capable of doubling and indeed tripling their power outputs without even having to crack the motor — they are just that strong. It is because of this that many Supras coming up for sale will have been modified at some point in their lives — the promise of cheap, easily gained power is just too great for most owners.

Toyota Supra – Specifications

Built: 1993-2002
Engine: 3000cc straight six-cylinder naturally aspirated 164kW (220bhp), twin turbocharged 206kW (276hp)
Body: 2+2 coupe
Performance: Electronically limited top speed 180kph (112mph), 0-100kph 6.1/5.7 seconds
NZ Prices: Expect to pay between $10,000 and $30,000, depending on age, condition, transmission and engine option

Buying Guide

Although we could simply tell you, ‘it’s a Toyota, buy with confidence’ — that would just be a little too lazy. But, in truth, the Toyota dependability legend is justified, and as far as high performance sports cars go, the Supra is about as solid and reliable a choice as there is — bar a few niggles of course.

Be sure to check the condition of the twin-turbocharger system, as Japanese import versions use a pair of ceramic CT-20 units that can fail after years of use. Other than that, as this is a fast and very desirable car among those with a heavy foot, be very aware of just how a car has been treated in the past. Most likely it has been given some stick, which is fine — that’s what the Supra is built for, but there is a difference between spirited driving and the complete defiling of a car. High-power and rear wheel drive is a sure recipe for damage, so check panel gaps closely, especially around the rear guards. Otherwise, unless you manage to find a completely stock example, the Supra will most likely have some form of modifications performed on it — make sure they have been carried out properly and legally.

Parts Supply

Parts for the Toyota Supra are fairly available, either second hand or brand new, but do command reasonably high prices. All the club websites listed above have classified sections which, along with Trade Me, offer a good selection of used parts. Toyota also still produces most Supra parts, which can be purchased new through dealers. Although prices are somewhat astounding, according to the parts rep we spoke to, the numbers listed below are the highest you would pay and some poking and prodding can be done, dependant on a few various factors.

Clubs

There are a few New Zealand-based clubs dedicated to the Supra. Check out  www.MKIV.co.nz and www.supras.org.nz for more info. The Toyota-wide  www.toyspeed.org.nz may also come in handy.

Words: Peter Kelly

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