Mark I (1979-1981) Mark I Also known as Toyota Celica Supra MK I Toyota Celica XX Production 19791981 Platform MA4x Engine(s) 1,988cc (1.988L; 121.3cu in) M-EU I6 1,988cc (1.988L; 121.3cu in) M-TEU I6 2,563cc (2.563L; 156.4cu in) 4M-E I6 2,759cc (2.759L; 168.4cu in) 5M-E I6 Transmission(s) 5-speed W50 manual 4-speed A40D automatic 4-speed A43D automatic Wheelbase 2,629mm (103.5in) Length 4,615mm (181.7in) Width 1,651mm (65.0in) Height 1,290mm (50.8in) Curb weight 1,270kg (2,800lb) Fuel capacity 60.4litres (16.0US gal) The first generation Supra was based largely upon the Toyota Celica liftback, but was longer by 129.5mm (five.10in). The doors and rear section had been shared using the Celica but the front panels were elongated to accommodate the Inline-6 instead from the stock Celica's 4-cylinder engine. Toyota's original plan for the Supra at this time was to make it a competitor towards the very popular Datsun (now Nissan) Z-car. 1979 In 1978 Toyota began production of the Mark I Supra in Japan, because the Toyota Celica XX. The year it debuted in the United states of america and Japan was in 1979. The USA Mark I (chassis code MA46) was initially equipped with a 110hp (82kW) 2,563cc (two.563L; 156.4cu in) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, the Japanese Mark I (chassis code MA45) was offered having a 110hp (82kW) 2.0 L 12-valve SOHC inline-6 engine (M-EU). Each were the first Toyota engines equipped with electronic fuel injection. Drivetrain options for the Mark I had been either a 5-speed manual (W50) or an optional 4-speed automatic transmission (A40D). Both transmissions featured an overdrive gear. The top gear within the 5-speed was its overdrive gear whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35mph (56km/h). The drivetrain for the Supra retained the T series solid rear axle configuration of the Celica within the Japanese MA45 version and a bigger F series (and optional Restricted Slip Differential) in the MA46 and MA47. The car also came normal with 4-wheel disc brakes and featured a four-link rear suspension with coil springs, lateral track bar, and stabilizer bar. The front suspension consisted of MacPherson struts and a stabilizer bar. On the inside of the Supra one had an option of power windows and energy locks as part of the comfort package. The convenience package also integrated cruise control and special door trim with door pull straps, with an optional sunroof. As for normal features, in the center console there was an extendible map light and a flip-top armrest, which provided storage. Some other characteristics were the tilt steering wheel, deep zippered pockets on the backs of the front seats, and tonneau cover below the liftback. The dashboard also contained a state from the art (at the time) AM/FM/MPX 4-speaker stereo radio, analog clock, and tachometer as part of the instrument panel. 1980 In 1980, the Japanese Mark I (also branded with the MA46 chassis code) was provided with a 145hp (108kW) 1,988cc (1.988L; 121.3cu in) 12-valve SOHC Turbocharged inline-6 engine (M-TEU). The engine was equipped having a Garrett T03 Turbo, but was not intercooled. This was the very first Toyota engine to utilize a turbocharger. The modifications for the 1980 US version were various, but mainly cosmetic. The interior received a redesigned center console along with a digital quartz clock. On the exterior had been redesigned side view mirrors, the 14x5.5 aluminum rims, which had been optional in 1979, are now normal (the 1979s had steel rims with plastic wheel covers normal). Additionally physique molded mudflaps became available. On the copper metallic and white cars the mudflaps had been painted the body color whilst the mudflaps had been left black on all other colors. On the rear of the mudflaps, the word "Celica" was painted in white lettering. The official Toyota Supra Website also notes that there was an addition of optional leather-trimmed seating and automatic climate-control. 1981 In the coming year, 1981, the Supra received an upgrade in displacement using the 2,759cc (two.759L; 168.4cu in) 5M-E engine. It's still a 12-valve SOHC engine, but makes 116hp (87kW) and 145lbft (197Nm) of torque. The vehicles automatic transmission was altered towards the revised Toyota A43D and it gained a revised final drive gearing. Because of the alter in engine and transmission they dubbed a new chassis code of MA47. The final year of the MK I Supra it achieved a 0-60mph time of 10.24 seconds and completed the 1/4 mile in 19.5 seconds at 77.7mph (125.0km/h). Also in 1981, a new Sports Overall performance Package became an choice, which included sport suspension, raised white letter tires, and front and rear spoilers. This also marked the last year that the 8-track cartridge was provided in any Supras. Fast info Mark I Quick info by Chassis code Code Year Engine Energy Torque Transmission Marketplace MA45 1979 1,988cc (1.988L; 121.3cu in) M-EU I6 110hp (82kW) 136lbft (184Nm) 5-speed W50 manual 4-speed A40D automatic JPN MA46 2,563cc (2.563L; 156.4cu in) 4M-E I6 110hp (82kW) 136lbft (184Nm) USA 1980 1,988cc (1.988L; 121.3cu in) M-TEU turbo I6 145hp (108kW) 156lbft (212Nm) JPN two,563cc (2.563L; 156.4cu in) 4M-E I6 110hp (82kW) 136lbft (184Nm) USA MA47 1981 2,759cc (2.759L; 168.4cu in) 5M-E I6 116hp (87kW) 145lbft (197Nm) 5-speed W50 manual 4-speed A43D automatic JPN USA Mark II (1982-1986) Mark II Also called Toyota Celica Supra MK II Toyota Celica XX Production 19821986 Platform MA6x GA6x Engine(s) 1,988cc (1.988L; 121.3cu in) M-TEU I6 1,988cc (1.988L; 121.3cu in) M-TE I6 1,988cc (1.988L; 121.3cu in) 1G-EU I6 1,988cc (1.988L; 121.3cu in) 1G-GEU I6 two,759cc (2.759L; 168.4cu in) 5M-E I6 two,759cc (2.759L; 168.4cu in) 5M-GE I6 Transmission(s) 5-speed W58 and W55 manual 4-speed A43DL automatic 4-speed A43DE automatic Wheelbase 2,614mm (102.9in) Length 4,661mm (183.5in) Width 1,720mm (67.7in) Height 1,321mm (52.0in) Curb weight 1,361kg (3,000lb) Fuel capacity 60.4litres (16.0US gal) In 1982, Toyota entirely redesigned the Celica Supra as well as the whole Celica lineup. In Japan, they had been known as Celica XX, but everywhere else the Celica Supra name stuck. Still becoming based around the Celica platform, there had been a number of important differences, most notably the design of the front end and fully retractable pop-up headlights. Other differences could be the inline-6 nonetheless present in the Supra rather from the inline-4 as well as an improve in length and wheel base to conform using the overall larger engine. Toyota's continued market competition with Nissan is shown by the Supra's use of a rear hatch sun shade to avoid the louvres popularly associated using the Z vehicle. L-type and P-type In the North American market, the Celica Supra was accessible in two distinct models. There was the Performance Type (P-type henceforth) and also the Luxury Kind (L-type henceforth). Whilst being mechanically identical, they had been differentiated from the available options; tire sizes, wheel sizes, and physique trim. The P-type had fiberglass fender flares more than the wheel wells, whilst the L-type didn't. The P-type was also standard with the much more sporty 8-way adjustable seats. The P-type didn't get the option of a leather interior till 1983. All editions from the P-Type had the same 14x7 aluminum alloy rims and throughout the years the L-Type had 14"x5.5" rims until 1985 when they were changed to a P-type styled 15x6. The L-type also had the option of a digital dash with trip computer; some Canadian models had this choice as well as a few rare instances of American models. The digital dash featured a digital tachometer, digital speedometer, and electronic fuel level and coolant level gauges. The trip pc could calculate and display numerous things like fuel economy in miles-per-gallon, estimated time of arrival (ETA), and distance remaining to destination. Excluding the 1982 model, all P-types had been available with headlight washers as an option, however the L-types had been by no means fitted with such an option. Even though gear ratios changed all through the years all P-types came as standard having a limited slip differential. 1982 Within the North American market, the Celica Supra's engine was the two,759cc (2.759L; 168.4cu in) 12-valve (two valves per cylinder) DOHC 5M-GE. Power output was 145hp (108kW) and 155lbft (210Nm) of torque. The engine utilized an 8.eight:1 compression ratio to attain the energy and featured a vacuum advanced distributor. When the car debuted it clocked a 0-60 time of 9.8 seconds and netted a 17.2 second 1/4 mile at 80mph (130km/h) A 1982 MK II L-Type The engine had the unfortunate weakness of poor valve seals. This allowed oil to get into the combustion chamber and technically "burn oil." This was frequently misconstrued as getting worn piston rings and needing a rebuild. The normal transmission for this year was the W58 5-speed manual with the A43DL 4-speed automatic transmission being an choice for L-types. Each transmissions featured an overdrive gear and the automatic featured a locking torque converter. The leading gear within the 5-speed was its overdrive whereas the automatic transmission featured an overdrive gear that might engage at speeds more than 35mph (56km/h). The 1982 models' rear differential featured a 3.72:1 ratio. The Celica Supra's 4-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. As for the rear, it had semi-trailing arm suspension with coil springs along with a stabilizer bar. Braking on the Celica Supra was handled by 4-wheel disc brakes. On the inside this generation had standard power windows, energy door locks, and power mirrors in addition to a tilt steering wheel. The energy door lock was located in the center console subsequent towards the energy mirror manage. The analog dash of this year only went to 85mph (140km/h) in North America. The optional automatic climate manage on the MK I was renovated and was now seen as a standard function on the MK II. Cruise control was standard within this generation. Toyota also included the retractable map light as normal, similar to with MK I Supras. Some choices integrated the addition of a sunroof, two-tone paint schemes, and 5-speaker AM/FM/MPX tuner with cassette. The optional cassette stereo featured a 105-watt power amplifier along with a 7-band graphic equalizer to control tone. The standard stereo was a 5-channel AM/FM/MPX tuner. Leather was an choice on L-Types this year, but P-types had been stuck with normal striped cloth. Externally there was no antenna, it was simply located in the front windshield. There was a key lock on the gas tank door and also the hatch and bumper had been black regardless of what color the rest of the car was. The P-types had been accessible with an optional rear sunshade above the hatch glass. The lights within the rear featured a reverse light in the center and also the door handles opened the doors by pulling sideways. The front nose badge and B-pillar only read "SUPRA". Even though it's believed mudflaps weren't introduced on this generation until 1983, all L-types had front and rear mudflaps. 1983 For the 1983 models not much was altered, but there was an improve in power output to: 150hp (112kW) and 159lbft (216Nm) of torque from exactly the same 5M-GE. The only genuine alter in the engine area was the switch to an electronic advanced distributor, however that didn't increase the power. Toyota switched to a four.ten:1 rear gear ratio for the P-Type along with a three.73:1 for the L-Type. As for the optional automatic transmission they switched out the A43DL 4-speed for a newly designed A43DE 4-speed. It featured an electronic controller that might adjust its shift pattern to get a balance between overall performance and economy. It was the very first within the business to provide an "Electronically Controlled Transmission" (ECT). This allowed the driver to choose either the "Power" driving mode or "Normal" driving mode at the touch from the button. The "Power" mode provided the quickest acceleration and also the "Normal" mode supplied the very best all-around overall performance. On the inside from the vehicle there had been virtually no changes, but on the outside they decided to switch to a energy antenna and it was the very first year both the P-Type and L-Type had standard mudflaps. The B-pillar and nose badge had been altered to say "Celica Supra" now and only L-Types were accessible in two-tone color schemes. 1984 In 1984, Toyota changed fairly a bit on the Supra. Power output was increased on the 5-speed models having a bump as much as 160hp (119kW) and 163lbft (221Nm) of torque. The improve was accomplished by a mixture of a redesigned intake manifold with "D"-shaped intake runners and an improve in compression ratio to: 9.2:1. An additional notable change within the 5-speeds was the switch to a 4.30:1 gear ratio in the rear differential. All automatic Supras retained the previous years energy numbers, but the rear gear ratio was altered to a 4.10:1. The most notable exterior change was the switch to wraparound front turn signals. Also on the outside the tail-lights were redesigned and also the hatch received a billboard "SUPRA" sticker instead of the smaller sized sticker, which was previously positioned on the right. The rear hatch and bumper was altered and received the same color as the rest of the car (instead from the black of prior years). The door handles were also switched around, opening by pulling up rather of sideways. This year Toyota also decided to provide two-tone paint schemes on both the P-Type and L-Type. Some interior controls like the steering wheel, cruise manage, and door lock switch had been redesigned. Toyota encompassed a 130mph (210km/h) speedometer instead from the traditional 85mph (137km/h) one and also the automatic climate manage display was also changed. The prior year's cassette/equalizer stereo choice was now produced a normal function. 1985-1986 The Supra was altered again in 1985. On the engine side, power output was increased to 161hp (120kW) and 169lbft (229Nm) of torque. The great news was that all Supras this year had that same quantity of energy (each automatics and 5-speeds). The engine received a redesigned throttle position sensor (TPS) in addition to a brand new EGR method and knock sensor. With the slight increase in power the Supra was able to propel itself from 0-60mph in 8.4 seconds and netting a 16.1 second quarter mile at 85mph (137km/h). Other modifications would be a redesigned, much more "integrated" sunshade and spoiler on the rear hatch. The rear spoiler was altered from a one piece to a two piece spoiler. Oddly the L-types of this year weren't accessible having a leather interior, but P-types were. Toyota added a standard factory theft deterrent method and also the outside mirrors had been equipped with a defogger that activated with the rear defroster. All Supras this year received automatic-off lights that also encompassed an automatic illuminated entry and fade-out system. While 1985 was to become the last year of the second generation model, delays in production of the third generation model led to a surplus of second generation Supras. During the very first half of 1986 the 1985 MK II P-type was nonetheless provided for sale, with only minor cosmetic modifications in addition to the addition of a now mandatory rear-mounted third brake light on the hatch. These were all labelled officially as 1986 models. P-types were the only model accessible in 1986. MK IIs around the world The second generation Supra came in a number of choices all over the world as well as only being provided throughout select years. Most of Europe Sold from 1982-1986. 82-83: 2,759cc (two.759L; 168.4cu in) DOHC 5M-GE 174hp (130kW) and 207lbft (281Nm) of torque. Analog dash, no fender flares. 84-86: two,759cc (two.759L; 168.4cu in) DOHC 5M-GE 178hp (133kW) and 212lbft (287Nm) of torque. Digital dash, P-Type fender flares. Excellent Britain Sold from 1982-1986. 82-83: 2,759cc (two.759L; 168.4cu in) DOHC 5M-GE 178hp (133kW) and 212lbft (287Nm) of torque. Analog dash, no fender flares. 84-86: two,759cc (2.759L; 168.4cu in) DOHC 5M-GE 178hp (133kW) and 212lbft (287Nm) of torque. Digital dash, P-Type fender flares. Australia, Sweden, & Switzerland Sold from 1984-1986. two,759cc (2.759L; 168.4cu in) SOHC 5M-E 140PS (103kW; 138hp) and 167lbft (226Nm) of torque. The Supra in Australia was sold from 1983-1986 had a digital dash, fender flares, 14x7" wheels, 84 style lights, single piece spoiler, LSD and optional sunroof. This was the only variant and no L Kinds had been offered. In Australia, the Toyota Supra manufactured in between 1982-1990, was assessed within the Used Vehicle Safety Ratings 2006 as providing "worse than average" protection for its occupants in the event of a crash. New Zealand Sold from 1984-1985 two,759cc (two.759L; 168.4cu in) DOHC 5M-GE 178hp (133kW) and 212lbft (287Nm) of torque. Digital dash, P-Type fender flares. Japan Further information: Toyota Celica XX Quick information Mark II Quick info by Chassis code Code Year Engine Power Torque Transmission Marketplace MA61 1982-1983 two,759cc (2.759L; 168.4cu in) 5M-GE I6 174hp (130kW) 207lbft (281Nm) 5-speed W58 manual 4-Speed A43DL automatic (1982) 4-Speed A43DE automatic (1983) EUR GBR two,759cc (2.759L; 168.4cu in) 5M-GEU I6 160hp (119kW) 150lbft (203Nm) 5-speed W58 manual JPN 1984-1986 2,759cc (two.759L; 168.4cu in) 5M-E I6 140hp (104kW) 167lbft (226Nm) 5-speed W57 or W58 manual 4-Speed A43DE automatic AUS CHE SWE 2,759cc (2.759L; 168.4cu in) 5M-GE I6 178hp (133kW) 212lbft (287Nm) EUR GBR NZL two,759cc (two.759L; 168.4cu in) 5M-GEU I6 160hp (119kW) 150lbft (203Nm) 5-speed W58 manual JPN MA63 1982 1,988cc (1.988L; 121.3cu in) M-TEU turbo I6 145hp (108kW) 156lbft (212Nm) 4-Speed A43D Automatic JPN 1983-1985 1,988cc (1.988L; 121.3cu in) M-TEU turbo I6 160hp (119kW) 170lbft (230Nm) MA67 1982 2,759cc (2.759L; 168.4cu in) 5M-GE I6 145hp (108kW) 155lbft (210Nm) 5-speed W58 manual 4-Speed A43DL automatic CAN USA 1983 2,759cc (2.759L; 168.4cu in) 5M-GE I6 150hp (112kW) 159lbft (216Nm) 5-speed W58 manual 4-Speed A43DE automatic 1984 two,759cc (two.759L; 168.4cu in) 5M-GE I6 160hp (119kW) 163lbft (221Nm) 5-speed W58 manual 2,759cc (2.759L; 168.4cu in) 5M-GE I6 150hp (112kW) 159lbft (216Nm) 4-Speed A43DE automatic 1985-1986 2,759cc (2.759L; 168.4cu in) 5M-GE I6 161hp (120kW) 169lbft (229Nm) 5-speed W58 manual 4-Speed A43DE automatic GA61 1982-1985 1,988cc (1.988L; 121.3cu in) 1G-EU I6 125hp (93kW) 127lbft (172Nm) 5-speed W57 manual 4-Speed A43DL automatic JPN 1982-1985 1,988cc (1.988L; 121.3cu in) 1G-GEU I6 160hp (119kW) 134lbft (182Nm) 5-speed W57 manual Mark III (1986-1992) Mark III Also known as Toyota Supra Mark III Production 1986.51992 (1993 in Japan) Platform MA7x GA7x JZA7x Engine(s) 1,988cc (1.988L; 121.3cu in) 1G-GTE I6 2,491cc (2.491L; 152.0cu in) 1JZ-GTE I6 2,954cc (two.954L; 180.3cu in) 7M-GE I6 two,954cc (2.954L; 180.3cu in) 7M-GTE I6 Transmission(s) 5-speed W58 manual 5-speed R154 manual 4-Speed A340E automatic Wheelbase two,596mm (102.2in) Length four,620mm (181.9in) Width 1,745mm (68.7in) Height 1,310mm (51.6in) (1986.5-88) 1,301mm (51.2in) (1989-92) Curb weight 1,537kg (3,389lb) (manual) 1,595kg (3,516lb) (automatic) Fuel capacity 70litres (18.5US gal) In the middle of 1986, Toyota was ready to release its next version from the Supra. The official model year is designated as 1986.5. The bonds in between the Celica and the Supra were cut; they had been now two entirely different models. The Celica altered to front wheel drive, whilst the Supra kept its rear wheel drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a much more powerful 3.0 200hp (149kW) inline 6. Even though only accessible in naturally aspirated trim in 1986.five, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market. The new Mark III Supra engine, the 7M-GE, was the flagship engine of Toyota's arsenal. Both versions from the engine contained four valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota's initial distributor-less engine provided within the U.S which used coil packs sitting on the cam covers along with a cam position sensor off from the exhaust camshaft. It was equipped with a CT26 turbocharger and was rated at 230hp (172kW) at 5600 rpm while the naturally-aspirated 7M-GE engine was rated at 200hp (149kW) at 6000 rpm. Further refinement on the turbo model elevated energy to 232hp (173kW) and 254lbft (344Nm) in 1989. This was mostly due to a redesign from the wastegate. The naturally aspirated came as normal issue with the W58 manual transmission. The turbo versions integrated the much more robust R154 manual transmission. Each were available using the optional 4-speed A340E automatic transmission. Modifications for 1988 were minor and include seat belt guides on seats, slightly darker foil on climate manage, stereo and switch panel. The turbo model's spoiler replaced the square third brake light having a trapezoid shaped brake light. During the year of 1989, modifications to the wastegate actuator, feed location and engine management netted an additional 2hp (1kW) on the turbo model. The engine mount and brace were also altered in late 1989, using the exact date not known. The modifications made towards the cross member and mounts produced to accommodate the 1JZ engine for Japan models. Fortunately, this also permitted the 2JZ engine to become put in since they both use the same engine mounts, however wiring must still be figured out. The protective body molding was also altered by taking away the steel reinforcement. This made the molding lighter and prevented the rusting problem on the previous years. The "white package" was introduced as well, featuring white body molding and white wheels. Interior choices had been restricted to blue and burgundy only. Other than pure cosmetics, there was nothing various from other models. All models received rear three point seat belts to replace the prior years' two point lap belts. The car received new tail lights, front bumper with integrated lower grille (as opposed towards the prior years' detachable grille), side mirrors, turn signals, grilles, foglights, steering wheel, door panels, climate control, window switches and bezels, stereo, and seat fabric design were altered. Addition of coat hooks on B-pillar and removal of rear seat pockets round out interior changes. Turbo models received three piece spoiler with integrated LED brake light. 1989 also marked the finish of headlight squirters within the U.S. and SuperMonitor; an advanced system provided by Toyota able to calculate miles able to be traveled on current tank, ability to check vehicle codes from inside the cabin, among other characteristics. For the 1990 model year, changes integrated larger protective laminate in front of rear wheels, lower redline (due towards the heavier crank with cylinders 2 & five counterbalanced), redesigned steering wheel with cruise control relocated to a stalk on the proper side. In addition to an airbag and airbag indicator light on dash, there was also a redesign of the left side switch panel, which replaced one from the coin slots using the dimmer. Lower dash panel became a two piece design, which was also a lot heavier than the prior 1 piece panel due to a alter in material. Finally the memory lever on the steering column was removed. For the 1991 model year, the wheel design was altered to 5-spoke wheels. Each models wore 16x7 aluminum alloy wheels that had been fitted with 225/50/16 tires and full-sized spares on steel wheels. Body molding altered in color to better match the exterior, however (excluding white package equipped vehicles), trim remained unpainted. The front "Supra" emblem was also changed towards the current corporate oval Toyota symbol. The speedometer was also revised, and integrated more lines within the speedometer, that had been removed in 1989, but nonetheless didn't have lines (1 per mph) as many as 86.five to 1988 models. New interior colors shadow gray and ox-blood red were introduced, which marked the end of medium gray, tan and burgundy. Blue became only accessible on white packages, and burgundy was replaced with ox-blood. Every other physique color received shadow gray, with leather interiors retaining medium gray seats and interior inserts. Front speakers were changed from 4" to six.5" and also the speaker cover was also enlarged to accomodate them. For 1992 leather shadow gray interiors received black seats and inserts. Non turbo models lost the choice of a targa leading, along with a new optional subwoofer was available. Subwoofer-equipped Supras did without the rear bins, and wooden "floor board." Rather rear carpet was molded to spare tire and there was a cut out for the woofer housing. The Supra was also available in two non-export models in Japan, the JZA70 having a two.five L 276hp (206kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and also the GA70 with a two.0 L 210hp (157kW) twin-turbo 1G-GTE and non turbo 1G-GEU. A special version of the 1JZ-GTE equipped JZA70, the two.5 Twin Turbo R, had black/gray Recaro seats, a Torsen differential, additional braces to mount the diff, Bilstein suspension and uprated springs, Momo wheel and gear knob and matching interior trim. This was the fastest factory production version of the Mk3 Supra, running a mid 14 second 1/4 mile. This model had no ABS and was the lightest of all the MK3 Supras. The third-generation Supra represented a excellent deal of new technology. In 1986, choices accessible for the Supra included 3-channel ABS and TEMS (Toyota Electronically Modulated Suspension) which gave the driver two settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed maneuvering. HKS also produced a "TEMS Controller" to hack the system and activate it on the fly, though the controllers are now nearly impossible to find. ACIS (Acoustic Controlled Induction System), a method of controlling air compression pulses inside the intake piping to improve energy, was also apart of the 7M-GE's technological arsenal. All models were fitted with double wishbone suspension front and rear. A targa top was provided along having a metal energy sliding sunroof (added in '91). Turbo A The Turbo-A was Toyota's evolution model for Group A touring car championships all over the world which required a minimum of 500 which were only sold in Japan and was produced in between August and September 1989. Some noted differences in between the normal Supra and also the Turbo-A model are each cosmetic and some mechanical. The front nose features the ducting to cool the engine, the badging 'TurboA' and a Black paint job (all 500 are black). The engine bay features a 287hp (214kW) 7M-GTEU. All Turbo-As also came normal with leather interior. The car didn't win as many races as hoped, becoming a 3.0 L it was forced to run with much more weight where the R32 Skyline GTR didn't have the same restriction and was soon outmoded from the latter when it made its debut in 1990. For the JTCC Toyota would in 1991 switch to racing AE101 Corolla Levins within the lower category till the series final year in 1993. However in the less 'limited' racing it did considerably better. Quick info Mark III Quick info by Chassis code Code Year Engine Energy Torque Transmission Marketplace MA70 1986.5-1992 2,954cc (two.954L; 180.3cu in) 7M-GE I6 200hp (149kW) 196lbft (266Nm) 5-speed W58 manual 4-speed A340E automatic CAN EUR USA two,954cc (two.954L; 180.3cu in) 7M-GTE turbo I6 230hp (172kW)/232hp (173kW) 240lbft (325Nm)/250lbft (339Nm) 5-speed R154 manual 4-speed A340E automatic CAN EUR JPN MA71 1987-1992 two,954cc (two.954L; 180.3cu in) 7M-GTE turbo I6 230hp (172kW)/232hp (173kW) 240lbft (325Nm)/250lbft (339Nm) 5-speed R154 manual 4-speed A340E automatic USA GA70 1986.5-1992 1,988cc (1.988L; 121.3cu in) 1G-GEU I6 160hp (119kW) 130lbft (176Nm) 5-speed W58 manual 4-speed A340E automatic JPN 1,988cc (1.988L; 121.3cu in) 1G-GTE turbo I6 205hp (153kW)/205hp (153kW) 180lbft (244Nm)/190lbft (258Nm) 5-speed W58 manual 4-speed A340E automatic JPN JZA70 1990-1992 two,491cc (two.491L; 152.0cu in) 1JZ-GTE Twin Turbo I6 276hp (206kW) 268lbft (363Nm)-272lbft (369Nm) 5-speed R154 manual 4-speed A340E automatic JPN Mark IV (1993-2002) Mark IV Also known as Toyota Supra MK IV Production 19932002 (19931998 in U.S) Assembly Motomachi, Japan Platform JZA8x Engine(s) 2,997cc (two.997L; 182.9cu in) 2JZ-GE I6 two,997cc (2.997L; 182.9cu in) 2JZ-GTE I6 Transmission(s) 5-speed W58 manual 6-speed V16x manual 4-Speed A340E automatic Wheelbase 2,550mm (100.4in) Length four,515mm (177.8in) (1993-1998) four,514mm (177.7in) (1999-2002) Width 1,811mm (71.3in) Height 1,265mm (49.8in) (1993-1998) 1,275mm (50.2in) (1999-2002) Curb weight 1,460kg (three,219lb) (non-turbo) 1,550kg (three,417lb) turbo Fuel capacity 70litres (18.5US gal) Related Toyota Soarer (Z30) Lexus SC (First Generation) 1994 Supra with Targa top With the new model of Supra, Toyota took a big leap within the direction of a much more serious high overall performance vehicle. Once more 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 started in April 1993. The new Supra was completely redesigned, with rounded physique styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220hp (164kW; 223PS) at 5800 rpm and 210ftlb (280Nm) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276hp (206kW; 280PS) and 318ftlb (431Nm) 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 elevated the power output to 320hp (239kW; 324PS) at 5600 rpm and 315ftlb (427Nm) at 4000 rpm. The turbocharged variant could achieve 060mph in as low as 4.six seconds and 1/4 mile (402 m) in 13.1 seconds at 109mph (175km/h). The turbo version was tested to reach more than 280km/h (174mph) all-stock, but the vehicles are restricted to just 180km/h (112mph) in Japan and 250km/h (155mph) 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 using 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 usdm marketplace, JDM market was CT20/Ct20A with variations- some are ceramic- notorious, some are not. For UK and USDM market steel blades (CT-12b). Some differences in the OEM twin turbo JDM and USDM/UKDM JZA80 turbine setups include: JDM (CT20) has three bolt flanges for turbo to header. USDM/UKDM (CT12) is four bolt. JDM (CT20) has no pressure bypass X-over pipe, USDM/UKDM (CT12) does. JDM (CT20) has oval exhaust header to turbo ports and 3" downpipe, some are 2 bolt, some are three bolt. USDM/UKDM (CT12) has 4" downpipe outlet, and full bore round ports from exhaust header to turbo. Supposedly each 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 towards the second turbine for a "pre-boost" mode, even though 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 very first turbo's output. As opposed towards the parallel mode, the sequential turbos provides quicker low RPM response and elevated high RPM boost. This high RPM boost was also aided with technology initially 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 improve energy. 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 whilst the naturally aspirated models produced do with a 5-speed manual W58, revised from the previous version. Each models were provided 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 along with a single piston caliper for the rear. The turbo models had been 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 had been equipped with 5-spoke aluminium alloy wheels along with a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences within the rear axle differential, headlight assemblies, throttle body, oil cooler along with 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 prior model. Aluminium was used for the hood, targa leading (if so equipped), front crossmember, oil and transmission pans, and also the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, along with a single pipe exhaust. Despite having more features such as dual airbags, traction manage, bigger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200lb (91kg) lighter than its predecessor. The base model having a manual transmission had a curb weight of three,210lb (1,460kg). The Sport Roof added 40lb (18kg) while the automatic transmission added 55lb (25kg). It had 51% of its weight up front and 49% towards the rear wheels. The turbo model came in as 3,417lb (1,550kg) with the manual and the automatic added another 10lb (4.5kg). The front wheels held 53% of the weight and also the rear wheels had 47% from 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 normal on all turbo models. For 1997, the manual transmission returned for the optional engine along having a redesign from the tail lights, headlights, front fascia, chromed wheels, and other minor changes like the radio and steering wheel designs. The SZ-R model was also updated using the introduction of a six-speed Getrag V161 transmission, exactly the same used for the twin-turbo RZ models. All 1997 models integrated badges that said "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel had been redesigned once once more. The naturally aspirated engine was enhanced with VVT-i which raised the output by 5hp (4kW; 5PS) and 10ftlbf (14Nm) of torque. The turbo model was not accessible in California, New Jersey, New York and Massachusetts due to increased emission regulations.[citation needed] In Japan, the turbo engines had been installed with VVT-i also. The stock MKIV Supra chassis has also proven an effective platform for roadracing, with several leading 20 and leading 10 1 Lap Of America finishes in the SSGT1 class. The Supra is 1 of the heavier 2-door Japanese sports vehicles. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.95 lateral g's (200ft) or 0.98 lateral g's. (300ft) The MKIV Supra also featured a four-sensor four-channel track tuned ABS method with yaw manage whereby each caliper is sensored and also the brakes are controlled individually according towards the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking method permitted the Supra Turbo to record a 70mph (110km/h) -0 braking distance of 149feet (45m) , the very best braking overall performance of any production vehicle tested in 1997 by Vehicle and Driver magazine. This record was finally broken in 2004 by 3feet (0.91m) by a Porsche Carrera GT. Due to the strength from the stock non turbo engine, the 2JZ series 1994-1996 has remained a well-liked import platform for modification. The non-turbo cars were capable of going from 0-100km/h in as couple of as 6.2 seconds[citation needed] and had 220hp (164kW; 223PS) from the factory. Sales to Canada had been ceased in 1997 (there were no 1996 Supras), and within the US in 1998. Production continued in Japan until August 2002, ceasing due to restrictive emission standards to be adhered to by 2003. Possible Mark-V All through the past couple of years, major print and online auto publications have hinted at a possible revival from the Supra, pointing the car in various directions. The vehicle was initially 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 in 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. Energy is 500bhp (373kW; 507PS) or more, as this was likely due to the increasing number of sightings of a high overall performance sports vehicle being tested all through Europe and, much more specifically, on the Nrburgring. These vehicles turned out to be the test mules for Lexus' future Lexus LF-A. Topspeed.com was among a number of publications that claimed that there will be a return from the Supra in 2008 but Toyota debunked this rumor on August 15, 2006. Exactly the same numerous publications that initially 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 also claim Toyota has absolutely no plans for a Supra within the future. " All the rumors from the two-passenger sports car's return are false." - Automotive News The Toyota FT-HS (Future Toyota-Hybrid Sport), which debuted in the 2007 North American International Auto Show, was stated to be a concept to get a vehicle that could fill the gap in Toyota's line-up left from the Supra. According to Automobile Magazine, Toyota is planning to launch a production version of the FT-HS in 2009. A January 2009 article from Edmunds Inside Line states that "the V6 Supra replacement continues to be within the pipeline and is set for an early 2011 debut". Recently, Toyota presented the FT-86 Concept car, a rear wheel-drive prototype car featuring a Subaru-based 2.0L engine. People who saw this prototype said the finishing level looked much more like a production-ready vehicle than an actual prototype. Even though Toyota won't say if or when it will be put to production, this car is featured within the upcoming game Gran Turismo 5, now tentatively scheduled to be released in the fourth quarter of 2010. Motorsport Main article: Toyota Supra in motorsport Awards The MK II, with its all-new style, quickly became a success within the US where it was awarded the Import Car of the Year by Motor Trend. It also made Vehicle and Driver magazine's Ten Greatest list for 1983 and 1984. In 1994, the MK IV Supra won Well-liked Mechanics "Design & Engineering awards". United states timeline Wikimedia Commons has media related to: Toyota Supra 1979 - Celica Supra MK I introduced with 2,563cc (2.563L; 156.4cu in) SOHC 4M-E I6 engine. 1981 - MK I engine displacement upped to two,759cc (two.759L; 168.4cu in) with SOHC 5M-E I6 engine. 1982 - MK II Celica Supra introduced with a 2,759cc (two.759L; 168.4cu in) DOHC 5M-GE I6 engine. 1986 - 1986.5 MK III Supra introduced on its own platform with two,954cc (two.954L; 180.3cu in) DOHC 7M-GE I6 engine. 1987 - Choice of turbocharger to two,954cc (2.954L; 180.3cu in) DOHC 7M-GTE engine that produces 230hp (172kW) 245lbft (332Nm). 1989 - Restyled. Turbo power improve to 232hp (173kW) & 250lbft (339Nm). 1993 - 1993.five MK IV Supra introduced with 2,997cc (two.997L; 182.9cu in) turbo (2JZ-GTE) or non-turbo (2JZ-GE) DOHC engine. 1996 - Turbo only available with Automatic transmission due to OBD2 certification requirements. Targa roof standard on all Turbo models. 1997 - Manual transmission available on turbo models. Restyled front bumper and grey (instead of black) taillight surrounds. All 1997 labeled as 15th Anniversary model. Japanese production stopped in September. 1998 - Slight restyling of interior. VVT-i on non-turbo models which increased energy. Turbos not available in states that require California emissions. 1999 - Export of MK IV Toyota Supra halted within the U.S., production in Japan continues. 2002 - Production of MK IV Toyota Supra halts. References ^ a b c d "1981 Toyota Celica Supra Road Test Data & Specifications" (JPG). Supra vs. Supra. Motor Trend. February 1982. pp. pg. 46. http://www.celicasupra.com/images/MT2-82-3.jpg. Retrieved 2006-12-22. ^ a b c d "Specifications and test results" (JPG). Toyota Supra Turbo: Think of it as a Lexus for Smokey Yunick. Car and Driver. March 1993. pp. pg. 41. http://mkiv.com/publications/car&driver/3_93/6-cd3-93.jpg. Retrieved 2006-12-22. ^ a b "FAQ: What is the history from the Toyota Supra?". toyota.com. http://toyota.custhelp.com/cgi-bin/toyota.cfg/php/enduser/std_adp.php?p_faqid=4077&p_created=990830954&p_sid=bwsHAPpi&p_accessibility=0. Retrieved 2006-12-22. ^ a b c d e f "Official Toyota Supra Web Site". Toyota.com. http://www.toyota.com/html/shop/vehicles/supra.html. Retrieved 2006-12-22. ^ a b "The History Of Toyota's M Engines". eds.au.com. http://www4.tpgi.com.au/users/loats/technical/mhistory/mhistory.html. Retrieved 2006-12-22. ^ a b "MK I Celica Supra History". celicasupra.com. http://www.celicasupra.com/historymki.htm. Retrieved 2006-12-22. ^ "1982 Toyota Celica Specifications" (JPG). Toyota Celica Supra. Car and Driver. October 1981. pp. pg. 42. http://www.celicasupra.com/images/cd10-81-7.jpg. Retrieved 2006-12-22. ^ "Car and Driver test results" (JPG). Having it All. Vehicle and Driver. May 1985. pp. pg. 74. http://www.celicasupra.com/images/CD5-85-7.jpg. Retrieved 2006-12-22. ^ "1992 Toyota Supra specs, auto safety at Edmunds". edmunds.com. http://www.edmunds.com/used/1992/toyota/supra/11629/specs.html. Retrieved 2006-12-22. ^ "FSM" (PDF). Toyota MK3 Supra: Factory Service Manual. 1990. http://www.importworkshop.com/files/manuals/toyota/MK3_1990_Toyota_Supra.pdf. Retrieved 2008-01-11. ^ "Tech Data" (JPG). Toyota Supra Turbo: Leaner and Meaner. Motor Trend. March 1993. pp. pg. 57. http://mkiv.com/publications/motor_trend/3_93/MotorTrend-Mar-93-4.jpg. Retrieved 2006-12-22. ^ "Toyota Supra MKIV: MKIV Specifications". 2007-10-22. http://mkiv.supras.org.nz/specs.htm. Retrieved 2009-02-09. ^ "Lexus LF-A". lexus.ca. http://www.lexus.ca/lexus/experience/en/home/concept/concept_vehicles.jsp. Retrieved 2006-12-22. ^ "2008 Toyota Supra". topspeed.com. http://www.topspeed.com/cars/toyota/toyota-supra-ar6872.html. Retrieved 2006-12-22. ^ "Future Products--Toyota". AutoWeek. 2006-08-15. http://www.autoweek.com/apps/pbcs.dll/article?AID=/20060815/FREE/60814015/1041/TOC01ARCHIVE. Retrieved 2006-12-22. ^ a b Report: No New Supra - Left Lane News article stating no future Supra is currently being planned ^ 2007 Toyota FT-HS Concept - Latest News, Characteristics, and Auto Show Coverage - Automobile Magazine: ^ It's only a concept vehicle for the Detroit auto show, but it might become the subsequent Supra - accessed December 27, 2006 ^ Toyota FT-HS Concept is a Go For 2009 Automobile Magazine accessed on May 29, 2007 ^ Peter Lyon (2009-01-16). "Moving Forward: Nissan GT-R Sedan, SUV and Lexus LF-A Still within the Works". Edmunds.com. http://www.edmunds.com/insideline/do/News/articleId=139967. Retrieved 2009-01-18. "News out of Toyota City also reveals that the V6 Supra replacement continues to be in the pipeline and is set for an early 2011 debut." ^ Damon Lavrinc (6 October 2009). "Toyko 2009 Preview: Toyota FT-86 Concept brings back the Hachi-Roku". http://www.autoblog.com/2009/10/06/toyko-2009-preview-toyota-ft-86-concept-brings-back-the-hachiro/. ^ Stephen Williams (14 January 2010). "Gran Turismo five Delayed However Again". http://wheels.blogs.nytimes.com/2010/01/14/gran-turismo-5-delayed-yet-again/. 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