The Complete History of the Toyota Supra - by Aaron Severson. Introduction by Tom Blackman

The Complete History of the Toyota Supra

             by Aaron Severson.
        Introduction by Tom Blackman

Text is copyright 2013 Aaron Severson
                                  Smashwords Edition
                    Book Sponsored by Olathe Toyota Parts Center
The automotive marques, model names, and other trademarks described in the text are
 used herein for purposes of identification, criticism, and historical reference and such
marks remain the property of their respective owners. This is not an official publication.
                               ISBN 978-1-940898-03-2
  "Aaron Severson" is the Author, with "Tom Blackman" as contributor or co-author.
                     "Olathe Toyota Parts Center" is the Publisher
       "https://parts.olathetoyota.com" is listed as the publisher's web address

Table of Contents
Introduction
1978 Celica XX: The First Supra
Celica XX
Plush and Lush
Split Decision
Double-X Take Two: The 1982-1985 Celica XX, aka Second-Gen Supra
Another Celica Spinoff
Bargain GT
Minor Evolution
A New Direction
The Third Shall be First: 1986-1993 Toyota Supra
Supra and Celica Part Company
Third-Generation Supra Variations
Big, Fast, Bland?
The Most And The Least: Toyota's Fourth-Gen Supra (1993-2002)
Toyota Tries Harder
New Engines, More Power
Diminishing Market
A Final Word
Author Bio
Supra / Celica XX Powertrain Specifications
Recommended Resources For Supra Owners

Introduction
By Tom Blackman
In the United States, the Toyota Supra is an icon. Offered for sale in the USA between
1978 and 1998, the Supra began life as an affordable yet sporty touring car. After 20
years, the model finished life as a highly competitive performance car, with the turbo
model offering a level of performance that is still impressive today.
However, the real story of the Supra, at least in my view, is the cultural status that the
vehicle has attained in North America. In Japan, the Supra is evidently "just another
sports car," but in the United States, it's a legend. From appearances in popular video
games, TV shows and music videos to starring roles in major production movies, the
Supra is bigger than a lot of the vehicles that came before it and a lot that came after.
What follows is a detailed history of the Supra models offered in the United States,
written by award-winning automotive historian Aaron Severson of
AteUpWithMotor.com. Aaron's work is beyond reproach — every detail is carefully
sourced, every item of historical interest included. I hope you find Aaron's work as
enjoyable as I do.
Finally, I hope you'll join with me in encouraging Toyota to bring back the Supra. At the
2014 Detroit Auto Show, Toyota unveiled the FT1 concept car. While there's no official
word from Toyota, many believe this car will be the basis of the next Supra model.

           FT-1 pictured at the North American Auto Show of 2014 in Detroit

Fingers crossed.

1978 Celica XX: The First Supra

              This 1980 MK1 Supra was photographed at ToyotaFest 2013.
While later generations of the Toyota Supra became serious GT cars with supercar
performance, the original was something quite different. In fact, it wasn't even called a
Supra, at least in its home market — export models wore "Celica Supra" badges, but in
the Japanese domestic market, the car was called Celica XX (pronounced "double X").

This second generation Celica and Mark I Supra are strikingly similar, once you get
                under the sheet metal. Photo taken at ToyotaFest 2013.
As its name implies, the Celica XX/Supra had a strong kinship with the second-
generation Toyota Celica. The original Celica, launched in 1970, had been a Japanese
answer to the Ford Capri or the original Ford Mustang: a compact, affordable sporty
coupe with mechanicals borrowed from the company's other models, enlivened by a
lengthy option list and performance that ranged from subdued to sprightly depending on
engine. The second-generation Celica, launched in August 1977, was more of the same,
albeit a little softer, a bit bigger and sporting restyled sheet metal, the first production
design from Toyota's Southern California CALTY Design Research center.
The first-generation Celica had offered engines with up to 145 hp JIS (although the more
powerful versions weren't sold in the U.S.), but all had four cylinders. The obvious next
step was to add a six, something rivals like the Capri had offered for years. Toyota in
those days did not have a V-6 that could be shoehorned into the space intended for an
inline four. Consequently, the Celica's body had to be stretched ahead of the firewall to
make room for the corporate M-series six used in the Toyota Mark II (a.k.a. Cressida),
Chaser and Crown.

Here's a late MK1 1977 Toyota Celica GT for comparison.

Celica XX
The result, introduced in April 1978, was the Celica XX, which used a modified version
of the Celica Liftback body with the wheelbase increased from 98.4 to 103.5 inches
(2,500 to 2,630 mm) and a new nose that brought overall length to 181.1 inches (4,600
mm). The XX got 14-inch wheels, four-wheel disc brakes (for all but the base model),
nicer trim and additional standard equipment, but was mechanically similar to the four-
cylinder car, sharing the same suspension layout (MacPherson struts in front, a live axle
on coil springs in back, located by trailing arms) and even the same 16.1-gallon (61-liter)
fuel tank.
Under the elongated hood was one of two SOHC sixes. The cheaper 2000 XX models
had the tax-beater 1,988 cc (121 cu. in.) M-EU, rated at 125 hp JIS, while the pricier
2600 XX used the 2,563 cc (156 cu. in.) 4M-EU with 140 hp JIS. Both used Bosch-
Denso L-Jetronic fuel injection and could be mated to either a five-speed manual gearbox
or four-speed Toyoglide automatic with overdrive top gear.

A 1980 Toyota Supra brochure scan courtesy of aldenjewell
The U.S.-market Celica Supra, introduced in 1979, offered only the 2,563 cc engine,
initially rated at 110 SAE net hp. (It's worth noting that JIS ratings of this period were
gross figures — measured without engine accessories — so the difference in power
between the Japanese and American engines was not nearly as great as it appears.) For
the 1981 model year, this was replaced by the 2,759 cc (168 cu. in.) 5M-EU engine from
the latest Crown and Mark II/Cressida sedans, bringing output to a whopping 116 hp
SAE.

Plush and Lush
If you wanted a really sporty Celica, the XX was not your best choice. For roughly the
same money as a 2000 XX, Japanese buyers could order the lighter Celica 2000 GT with
a fuel-injected 1,968 cc (120 cu. in.) DOHC four (built by Yamaha, with which Toyota
had a technical agreement) boasting 135 hp JIS. Of course, U.S. customers didn't have
that option; at that time, all federalized four-cylinder Celicas used a mildly tuned,
carbureted 2,189 cc (134 cu. in.) four with 95 hp SAE (90 hp in California). However, the
Supra's extra weight meant that the six-cylinder car wasn't dramatically quicker than the
four-cylinder Celica.
Where the sixes had the edge was in smoothness, refinement and low-end torque, which
allowed more relaxed cruising, particularly with automatic. Toyota advertised the XX as
"plush, lush" and the suspension was tuned accordingly, with soft springs and damping

that favored comfort over body control. The 2000 XX had slower steering than four-
cylinder Celicas, probably due to the extra front-end weight; the optional power steering
(standard on the 2600 XX) was quicker but rather lifeless. It wasn't a car for boy racers,
although a stiffer suspension and an optional sport package were added for the 1981
model year. In Japan, all S and G models also got independant rear suspension for 1981,
but it wasn't offered in the United States.

                          A 1981 Toyota Supra, via Wikimedia
American car magazines like Car and Driver and Road & Track dismissed the Celica
Supra as a flabby crypto-luxury car in the mold of Chevrolet's Monte Carlo, but in Japan,
the Celica XX occupied an interesting niche. Its most direct rivals were the Mazda
Cosmo and the Nissan Skyline GT hardtop, but the Cosmo was smaller than the XX and
needed one of the optional rotary engines to match the Toyota's performance, while the
Skyline didn't offer an engine larger than 1,998 cc (122 cu. in.) and was a two-door
version of a sedan, not a sporty coupe. The Fairlady Z, which would later become the
Supra's archrival, was substantially more expensive in 2.8-liter form, while Mazda's
Savanna RX-7 was smaller and harder-edged.

Split Decision
Sales of the first Celica XX/Supra never approached those of the cheaper, thriftier four-
cylinder Celica, but the six-cylinder car's commonality with its popular cousin probably
made the XX relatively cheap to engineer and build. As a result, its sales were good
enough to earn a reprise when the Celica line was redesigned in 1981.
This time, Toyota hedged its bets by replacing the Celica XX with not one but two new
models. The first was the Soarer, which shared the elongated Celica platform, but had
unique styling and more features. The second, which bowed five months later, was the
second-generation Celica XX/Supra, which shared the Soarer's engine and running gear,

but had a firmer suspension and much more aggressive styling.

                A later MK2 Toyota Soarer, as seen at Toyotafest 2013.
From then on, the Soarer would continue the original XX's mission as an upscale luxury
cruiser, freeing the XX/Supra to become a full-fledged sporty GT and setting the stage
for the racier Supras still to come.

After the first generation, the Supra became more of a sports car and less of a "cruiser."
Photo from ToyotaFest 2013.

Double-X Take Two: The 1982-1985 Celica XX, aka Second-Gen Supra
Although the 1978-81 Toyota Celica XX/Supra sold more than 100,000 copies, about
half of them in the U.S., it would be easy to assume that the next generation, built from
1981 to 1985, was actually the first Supra. It wasn't, but it was the first to be exported
beyond Japan and the U.S. and the first Supra to be marketed as a performance car rather
than just a posh coupe.

      Slammed Mk2 Supra (left) and a Mk2 Celica (right) taken at ToyotaFest 2013

Another Celica Spinoff
Like its predecessor, the Mk2 Celica XX/Supra was a derivative of Toyota's sporty four-
cylinder Celica, which was redesigned in mid-1981. Unlike the previous generation,
which was designed in California, the new Celica line was styled in Japan, trading
smooth curves for an angular, self-consciously futuristic wedge shape. Some American
reviewers found the look a little too busy, but it was definitely more aggressive than
before, suggesting that the new model had taken a sportier turn.

A late second-gen photographed at ToyotaFest 2013
Structurally, the XX was a Celica Liftback with a 4.5-inch (115mm) wheelbase stretch
and a longer nose to accommodate an inline six-cylinder engine, topped off with a
different grille/headlight treatment. The XX used the Celica's MacPherson strut front
suspension, but had four-wheel vented disc brakes and independent rear suspension with
semi-trailing arms and coil springs. The independent suspension had been introduced on
upper-series Japanese-market XX models in late 1980 and was shared with upper-series
Celicas and the new Soarer ntroduced in February 1981 to assume the previous Celica
XX's personal luxury coupe duties.
Because of hefty Japanese road taxes on cars with engines over 2,000 cc (122 cu. in.), the
Japanese-market Celica XX initially offered two engines: the SOHC 1,988 cc (121 cu.
in.) 1G-EU, with 125 hp JIS, and the 2,759 cc (168 cu. in.) 5M-GEU, a new DOHC
version of Toyota's familiar 5M six, with 170 hp JIS. Starting in 1982, there were two
more choices, both based on the 1,988cc block: the turbocharged M-TEU with 145 hp
JIS, offered only with automatic, and the normally aspirated 24-valve DOHC 1G-GEU
with 160 hp JIS, co-developed with Yamaha and offered only with a manual gearbox.
Most export markets received only the 2.8-liter engine, although Australian buyers had to
make do with the older SOHC 5M with only 140 hp. U.S. cars had the twin-cam 5M-
GEU with 145 hp SAE, unexceptional for 2.8 liters, but much better than the 116 hp of
the previous Supra (or the 96 hp of the U.S.-market Celica) and sufficient for 0-60 mph in
around 9 seconds and a top speed of more than 120 mph. European cars claimed 168 hp,
which shaved about a second off 0-60 mph times and brought top speed to more than 130
mph.

Bargain GT
While the new Supra wasn't the fastest thing on the road, it was a respectable performer
for its time. Some turbocharged rivals like the Mitsubishi Starion were quicker, but
lacked the Toyota's midrange flexibility; V-8 pony cars like the Chevrolet Camaro and
Ford Mustang (and in Europe, the Ford Capri 2.8i) had comparable or greater muscle, but
were far less sophisticated.

               Much-modified late Mk2 Supra taken at ToyotaFest 2013
The six-cylinder Celica was well equipped — U.S. and British cars had standard
automatic air conditioning, cruise control and power windows — and offered novel
options like digital instrumentation, an inflatable driver's seat lumbar support and
Toyota's pioneering Navicom in-car navigation system (not offered in the U.S.). The XX/
Supra was also quite refined for a GT car, had a high standard of build quality and was
attractively priced, undercutting rivals like the Starion and Datsun Fairlady Z/280ZX
Turbo.
That was enough for many buyers and quite a few critics: The new car sold well and was
Motor Trend's 1982 Import Car of the Year. However, there was room for improvement.
In less-demanding Japanese or American conditions, the XX/Supra handled well, but
British reviewers felt its shock absorbers were too soft for high-speed work and
bemoaned the semi-trailing arm suspension's nervous at-the-limit behavior and penchant
for sudden oversteer. The Supra was also less than reassuring on slippery roads.
Fortunately, Toyota had a solution. In 1983, the company had acquired a stake in the

English sports car maker Lotus, which was commissioned to refine the European Supra's
suspension tuning. The results, introduced in early 1984, were a slightly stiffer ride and
much-improved handling, although British critics still complained that the steering was
too numb.

Minor Evolution
While U.S.-market cars didn't receive the same suspension treatment, American buyers
did get progressively more power: All U.S. Supras were boosted to 150 hp SAE for 1983
and 1984-85 manually shifted cars were up to 160 hp, making them nearly as fast as their
European counterparts. The Japanese Celica XX also got more power; by 1985, the base
engine was up to 130 hp, the Turbo to 160 hp and the 2800GT to 175 hp JIS.

                             Photo taken at 2013 ToyotaFest
There were few cosmetic changes during this model's four-year run, although 1984 and
later models got new taillights and body-colored rather than black front spoilers,
hatchbacks and rear bumpers. Some 1985 models also added a rear spoiler and a new rear
sunshade that was smaller and less obtrusive than the original item, which had done the
Supra's otherwise-commendable aerodynamics no favors.

A New Direction
The Mk2 Celica XX/Supra ceased production in the summer of 1985, although it

remained on sale in some markets through the end of the year. This generation was quite
successful for Toyota: Not only did the Mk2 sell about 40 percent better than the original
six-cylinder Celica XX, those sales were in addition to those of the mechanically similar
Soarer, which did well in Japan.
Although the Celica was slated to switch to front-wheel drive in 1985, it was clear that
Toyota was onto a good thing with the XX/Supra and Soarer. The next-generation
models, introduced for the 1986 model year, would finally part ways with the Celica and
receive their own dedicated six-cylinder/rear-drive platform — paving the way for the
third-generation Supra, which would be the most popular of all.

The Third Shall be First: 1986-1993 Toyota Supra
Although the 1986 Toyota Supra was the third generation of Toyota's big six-cylinder
sport coupe, it was also the first: the first Supra to be sold under that name in the
Japanese market (previous editions had been marketed as "Celica XX") and the first with
no ties to the four-cylinder Toyota Celica.

                             Photo taken at ToyotaFest 2013

Supra and Celica Part Company
In the early '80s, Toyota began switching its bread-and-butter cars to more space-efficient
front-wheel-drive platforms. The Corona and Carina sedans switched in 1983 and 1984,

followed in August 1985 by the fourth-generation Celica, which shared the Carina
platform.
The Celica's new transverse-engine/front-wheel-drive layout meant that it was no longer
practical to offer six-cylinder Celica derivatives as Toyota had done with the two
previous generations. However, the earlier Celica XX/Supra had sold well, as it had its
luxury-oriented Toyota Soarer cousin. Rather than abandon those popular models, Toyota
decided to give them their own rear-drive platform.

                             Photo taken at ToyotaFest 2013
The third-generation Supra and second-generation Soarer, which both debuted in early
1986, had an all-new chassis, trading MacPherson struts and semi-trailing arms for a
sophisticated new suspension: upper wishbones and lower L-arms in front; upper A-arms,
trailing arms, and lower lateral links in back. Coil springs were again standard and
Toyota Electronically Modulated Suspension (TEMS) — three-position adjustable shock
absorbers — were optional, supplemented on some models by ABS and later an
electronic skid control system. Power steering and four-wheel vented disc brakes were
standard.
The third-generation Supra was a sleek if somewhat anonymous-looking 2+2 with a lift-
up glass hatch and tiny rear seats. Although the new Supra was slightly shorter than
before, it was also at least 375 lb (170 kg) heavier, thanks in part to extensive standard
equipment and the structural reinforcement required for the removable roof panel that
became optional in mid-1986. (In Japan, lift-roof Supras were known as Aerotops, while
export models were called Sport Roofs.)

Third-Generation Supra Variations
If we consider only export models, the third-generation Supra's mechanical specifications
are straightforward. All export Supras used Toyota's 2,954 cc (180 cu. in.) 24-valve
DOHC straight six, which had 200 hp in normally aspirated 7M-GEU form and 230 hp
(later 232 hp) in turbocharged 7M-GTEU form, with a choice of five-speed manual or
four-speed automatic transmission. ABS, TEMS and the lift-off Sport Roof were
optional, although export cars didn't get the Japanese models' optional skid control
system or digital instrument panel.

      A late mk2 Soarer photographed in 2007 by IFCAR of Wikimedia Commons.
The Japanese domestic market (JDM) Supra line-up was considerably more complicated,
thanks mostly to contemporary Japanese road tax laws. To keep the Supra in a cheaper
tax bracket, JDM models offered an assortment of 2.0-liter engines and a 2.2-inch
(55mm) narrower body with narrower wheels and tires than export models. (Some JDM
Supras later offered the export cars' wide body and wider tires to homologate them for
Japanese touring car competition, but standard Supras slipped in just under the 66.9-inch
(1,700mm) width limit for the domestic small car class.)
At launch, Japanese buyers could choose from four 2.0-liter Supras: the 2.0S and 2.0G,
with the 105 hp (JIS net) SOHC 1G-EU six; the 2.0GT with the DOHC 1G-GEU engine
and 140 hp JIS; and the DOHC 24-valve 2.0GT Twin-Turbo, which boasted 185 hp JIS.
Top of the line was the 230 hp 3.0GT Turbo, initially available only with automatic; the
normally aspirated 7M-GEU engine was never offered on the JDM Supra.
For 1989, Japanese Supras received a new DOHC base engine, the 135 hp 1G-FE, and
the other engines got more power: 150 hp for the 2.0GT, 210 hp for the 2.0GT Twin-
Turbo and 240 hp for the 3.0GT Turbo. (There was also a limited-production 3.0GT
Turbo A with 270 hp, again offered mainly for racing homologation.)
Two years later, Japanese 3.0GT Turbos were replaced by a new 2.5GT Twin-Turbo
series with the 2,491 cc (152 cu. in.) 1JZ-GTE engine, shared with the latest Soarer. With

280 hp JIS, the 2.5 GT Twin-Turbo was the most powerful third-generation Supra, but it
was never officially exported.

Big, Fast, Bland?
The third-generation Supra was a big, capable GT that acquitted itself well in Group A
touring car events from 1988 to 1993. Even in production form, the 3.0-liter and
turbocharged cars were respectably quick: Normally aspirated export Supras were
capable of 0-60 mph in less than 8 seconds and top speeds of more than 130 mph, while
the 3.0-liter Supra Turbo could reach 60 mph in well under 7 seconds and a top speed of
145+ mph. (Toyota claimed 150+ mph, but independent testers found that overly
optimistic.) Unfortunately, the 2,954 cc engine was none too refined when revved hard
and its ample power was offset by the Supra's considerable weight, making the Supra
little quicker than some less-powerful but much lighter rivals like the Mazda RX-7 and
Porsche 924S.
Handling was a similar story. With their fat 225/50VR16 tires, export Supras had plenty
of cornering and braking grip, but their size, mass and over-boosted, slightly anesthetized
steering (mitigated somewhat on later cars by a new speed-variable power assist) made
them feel a little ponderous. The Supra was relatively quiet and rode well for a GT, but it
wasn't as much fun to drive as Toyota's smaller mid-engine MR2. The critical consensus
was that the Supra had grown too big and too bland for its own good.
Nonetheless, the third-generation Supra sold very well: almost 60,000 units in its first
year, close to 50,000 in 1987. Interestingly, early sales were stronger overseas than in
Japan, but JDM sales increased dramatically in 1989 even as export business tapered off.
In its later years, the Supra sold better at home than abroad, perhaps because the strength
of the yen kept pushing the prices of export models ever higher. In all, Toyota sold more
than more than 240,000 third-generation Supras through early 1993, very good for an
expensive GT.
Unfortunately, the Supra would never reach those numbers again, despite the sleeker,
trimmer, considerably faster fourth-generation model that debuted in April 1993.

The Most And The Least: Toyota's Fourth-Gen Supra (1993-2002)
The fourth-gen Supra, introduced in 1993, was not only the fastest Supra ever, but also
one of the most formidable performance cars Toyota has ever offered. Unfortunately, it
was also the least commercially successful Supra, and would be the last.

Toyota Tries Harder

Toyota was by no means oblivious to criticisms of the three previous generations of its
six-cylinder Supra. During the development of the fourth-generation car, Toyota product
planners actually invited various automotive journalists to drive rival cars and offer
feedback and suggestions on everything from aesthetics to steering feel. The new Supra
that debuted in May 1993 represented a concerted effort to give those critics everything
they wanted.

The Mk4 Supra again shared its platform with the upscale Toyota Soarer coupe, now sold
in the U.S. as the Lexus SC. However, the two cars looked nothing alike and the Supra
was more than 13 inches (340 mm) shorter than its luxurious cousin. There was still only
one body style, although a lift-off Sport Roof (called Aerotop in Japan) remained
optional.
One of the major complaints about the previous Supra was that it was simply too big. The
new car was about 4 inches (100 mm) shorter than before on a 1.8-inch (45mm) shorter
wheelbase — although overall width was up 4.7 inches (120 mm) — and a careful diet
trimmed at least 125 pounds (60 kg). The new Supra remained one of the bigger cars in
its class, roughly the size of a Corvette, but it was now a bit lighter than the smaller
Nissan 300ZX, though not the bantamweight Mazda RX-7.
The Mk4 Supra again had double wishbone/multilink suspension, a new setup loosely
related to the Toyota Celsior/Lexus LS400 sedan's. While the contemporary Soarer was
offered with active suspension, air springs and four-wheel steering, the Supra settled for a
well-tuned conventional suspension, even discarding the previous car's adjustable shock
absorbers. The only really gimmicky feature was the motorized front spoiler offered in
some markets.
Naturally, the Supra retained four-wheel disc brakes and most models had ABS; turbos
also had a Torsen limited-slip differential and electronic traction control. Normally
aspirated cars had either a five-speed manual or four-speed automatic transmission, while
turbocharged models were available with a choice of four-speed automatic with manual
shift mode or a new six-speed gearbox. (In Japan, the six-speed later became optional on
normally aspirated cars, but that combination wasn't offered for export.)

New Engines, More Power
Thanks to changes in Japanese tax law, there were no longer any dramatic differences in
specification between domestic and export Supras. The earlier 1,988cc (121 cu. in.) sixes
were gone and all Supras now used the new 2,997cc (183 cu. in.) 2JZ engine, making 220
hp SAE in normally aspirated 2JZ-GE form. The turbocharged 2JZ-GTE now had
intercooled sequential twin turbochargers, providing more power and less lag than the
earlier single-turbo engines. In Japan, the "Twincam24 Two Way Twin Turbo" was
underrated at 280 hp JIS in keeping with Japanese automakers' voluntary agreement to
limit advertised horsepower. The mechanically similar U.S. Supra Turbo claimed 320 hp
SAE, while European cars had 326 hp DIN.

With more power and less weight, the fourth-gen Supra was a very fast car. Normally
aspirated cars could almost match the previous Supra Turbo, while twin-turbo Supras
were capable of 0-60 mph (0-97 km/h) in about 5 seconds and an electronically limited
top speed of 155 mph (250 km/h), making them somewhat quicker than any Japanese
rival and quite a few contemporary U.S. and European cars. The Supra's brakes and
cornering grip were similarly spectacular and the traction control system provided a
useful safety net without compromising the overall handling balance.
Objectively, the Supra excelled; subjectively, it was easier to respect than covet. The
Supra's styling won it few friends; it was less cohesive than the Nissan or the Mazda, an
agglomeration of pieces in search of a theme. Furthermore, some of the fourth-gen
Supra's eye-popping handling had been achieved at the expense of the third-gen car's
civility. The stiff ride and excessive road noise grew wearisome on long drives and cargo
space was meager even with the child-size rear seats folded down. For all that, the
Supra's steering still lacked the sensitivity of the pricier European supercars whose
performance it otherwise rivaled.
Still, in terms of sheer capability, the Supra left little to be desired and tuners found that it
was possible to extract substantially more power. The Mk4 Supra also found success on
the racetrack, particularly in the Japanese Super GT series.

Diminishing Market
Unfortunately, that success wasn't matched on the sales floor. Toyota anticipated annual
sales of up to 24,000 cars, but the fourth-gen Supra never reached even two-thirds of that
figure. The Supra's rivals were doing no better; sales of the 300ZX and other high-end
Japanese sports cars were drying up.

One reason was that buyers were increasingly tempted by trucks and sport utility
vehicles. Another problem was price, exacerbated for export cars by unfavorable
exchange rates. The Supra sold well in the U.S. when it listed for less than $30,000, but
by 1995, a well-equipped Turbo was edging closer to $50,000, a price at which many
buyers were as concerned with making an impression in the valet line as with outright
performance. Meanwhile, the Supra's price put it out of reach of younger customers
attracted by its specifications.
Poor sales led to the demise of the European Supra in 1997 and U.S. cars disappeared
after 1998. Home-market sales continued through 2002, but production totaled only
around 45,000 units, fewer than the second-generation car had sold in a year.
Toyota could have developed a fifth-generation Supra based on the Z40 Soarer/SC430
that debuted in 2001, perhaps trading the six for the 4,292cc (262 cu. in.) 3UZ-FE V-8,
but the demand didn't seem to justify the cost. There have been occasional rumors since
then of a new Supra, but whether the nameplate will return — and in what form —
remains to be seen.

A Final Word
What will become of the Supra name is anyone's guess. Toyota has never that the Supra
isn't coming back for sure, but every time they reveal a model ready for production, it
isn't a Supra.
Toyota isn't leaving the rear-wheel drive sports coupe crowd behind, even if they don't
bring the Supra back. In 2013, Toyota CEO Akio Toyoda has openly stated that he wants
two more sports cars for their lineup which now includes the Toyota GT-86/Scion FR-S.
During the 2014 Detroit Auto Show, Toyota brought out a FT-1 concept — this model is
meant to represent the future design platform for the automaker. Even so, there's no more
reason to think a Supra is in the works now than there was five years ago.
Whether the Supra ever comes back or not, the auto world won't soon forget the
innovation, competition, and thrill it brought to the industry and people who own them.

Author Bio
Aaron Severson inherited an interest in the auto industry from his father, but spent almost
10 years in the film, television and comic book publishing fields before becoming a
freelance writer and establishing his own automotive website, Ate Up With Motor (http://
ateupwithmotor.com). Since then, he has written about the histories of more than 175
different models from around the world. In 2012, Ate Up With Motor received the E. P.
Ingersoll Award from the Society of Automotive Historians. Severson's automotive
writing has also appeared in Autoweek magazine and he recently helped former Ford
executive Chase Morsey Jr. research and write his 2013 book, The Man Who Saved the
V-8: The Untold Stories of Some of the Most Important Product Decisions in the History
of Ford Motor Company. Severson lives in Los Angeles.

Supra / Celica XX Powertrain Specifications
All Celica XX/Supra models had inline six-cylinder engines with electronic fuel
injection.

† 1981 Japanese domestic market (JDM) Celica XX with independent rear suspension
* JDM only
** Export only

Recommended Resources For Supra Owners
Blogs and Websites
   • http://partsblog.olathetoyota.com
   • http://mkiv.com
   • www.mkivsupra.net
   • http://supracharged.com
   • www.thesupraforums.com
   • www.celicasupra.com
   • http://suprasonic.org/sonic/sonic.htm
Books
   • Celica & Supra: The book of Toyota's sports coupes, Brian Long
   • Toyota Supra 1982-1988 Performance Portfolio, R.M. Clarke
   • Toyota Supra, Jerold Angelus
   • A-Z of Cars of the '80s, Martin Lewis