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According To Toyota, The Supra Has A 44 years of Long And Illustrious History

Toyota Supra
image credits: global-toyota.com

In jdm culture, the toyota supra has a craziest population among others. However, The manufacture introduced the all-new supra in year 2020. It was popularly known as “The Legend Returns”. Her received both positive and negative responses. The 2020 Toyota GR Supra press kit contained a detailed history of the Supra, from the earliest A40 generation through the iconic A80. Nonetheless, She has a extended history, as manufacture said. So, Let’s discuss about the Supra damsel.

The First Generation celica Supra: (A40/A50)

image credits: global-toyota.com

The second-generation Celica, designed in California by Toyota’s Calty Research Design studio, maintained the momentum (of the first Celica compact sport coupe introduced for 1971). Though Toyota recognized more potential in its quick four-cylinder engine, it found an outstanding balance between performance and efficiency. The Celica Supra, a longer-wheelbase variant of the Liftback with a 110-horsepower, 2.6-liter inline-six, was added to the line in 1979.

The premium Celica model was differentiated by exclusive stylistic features and bigger tires. The conventional five-speed manual transmission or the optional four-speed automatic transmission was available to buyers. With standard air conditioning, AM/FM stereo, power steering, tilt steering column, power windows, remote-control side-view mirrors, and more, the $9,758 introductory pricing provided a more opulent interior than the Celica’s. A sunroof, an 8-track radio tape player, and aluminum alloy wheels were among the first Supra’s few options. The first-generation vehicle had a 116-horsepower 2.8-liter six-cylinder engine with an optional sports premium package with stiffer suspension and front and rear spoilers. In Japan, the Celica Supra was known as the Celica XX (“Double X”).

The Second Generation celica Supra: (A60)

image credits: global-toyota.com

In 1982, the Supra’s second generation made a dramatic swing toward sports GT. The longer-wheelbase “A60” Supra, based on the taut, angular Celica body, had a distinctive front-end design with pop-up headlights. Exclusive larger wheels and tires, as well as powerfully flared fenders, enhanced the Supra’s knife-edge design on a new “P” (Performance) edition. A distinctive sunshade over the black-framed glass liftback resembled a spoiler and became a design hallmark. In 1982, the Supra P cost $14,598, while the more subtle “L” variant (Luxury) cost $1,000 less. Both had the 5M-GE DOHC 2.8-liter inline-six engine, which produced 145 horsepower and was comparable to several American V8-powered sports coupes of the time. A crisp-shifting five-speed manual or a four-speed automatic transmission was available. The second-gen Supra’s independent rear suspension, not shared with its four-cylinder cousin, further indicated its departure from the Celica. Lotus’ chassis adjustment made the Supra a great driver. In a 1983 and 1984 test, Car & Driver magazine named the Supra one of the “10 Best” handling foreign cars, beating out two Porsches, a Ferrari, and a Lotus Esprit.

With standard equipment, including power windows, door locks, mirrors, automatic temperature control, and cruise control, the second-generation Supra helped establish the approachable luxury/performance GT. So, Among the choices were a sunroof and a two-tone exterior paint scheme. The Supra L had electronic instrumentation. In a more sporty cabin, the Supra P had traditional gauges and eight-way adjustable bolstered sport seats with inflated lumbar support. The tape stereo’s graphic equalizer was perfect for fine-tuning the sounds of The Cars, Def Leppard, and Pat Benatar. The A60 Supra gained more power (161 hp by 1985) and could accelerate from 0-60 in just over eight seconds during its five-year career. In the United States, around 115,000 copies were sold. The Supra’s balanced performance wasn’t the only reason famous racer Dan Gurney declared it had “the right stuff” in its advertising. Toyota Racing Development, created in 1979, had teamed up with Gurney’s AAR squad to compete in IMSA’s GTU (under 2.5-liter) class with the Celica and had won ten races by 1985. They then competed in the IMSA GTO class (over 2.5 liters) with a custom-built, tube-frame Celica racer, winning the championship in 1987. Gurney’s AAR Eagle Mk. III vehicle won 21 of the 27 races run in IMSA’s GTP (prototype) class in the early 1990s, earning him the 1993 championship. Supra development would continue to be influenced by Toyota’s racing heritage.

The Third Generation Twin Turbo Supra: (A70)

image credits: global-toyota.com

Separation from the Celica was well begun as the second-generation Supra became its own automobile from customers’ perspective. The two models would split up in 1986, with only their Toyota badges remaining. The Celica was redesigned with a front-drive architecture and powerful four-cylinder engines. The Supra that debuted in mid-1986 was still rear-wheel drive. Still, it was constructed on a new chassis to compete with a broader range of overseas sports/GT vehicles. In both coupe and new Sport Top body designs, the third-generation Supra combined sharp
features with softer edges. The latter had a lift-off roof panel to form a semi-convertible. On its little 800 Sports model in 1964, Toyota had used the feature before the Porsche 911 Targa made it famous. More was delivered by the sumptuous A70 Supra. The new DOHC 7M-GE 3.0-liter inline-six
engine developed 200 horsepower and 196 lb.-ft. Of torque, with the first four-valve-per-cylinder layout for a Supra. Transmissions with a five-speed manual or four-speed automatic were once again available. The redesigned Supra chassis, which included double-wishbone front and rear suspension, provided world-class ride and handling. It was the first Supra to use ABS brakes. That was only
the beginning. The first Supra Turbo, which arrived a little later, utilized the new 7M-GTE turbocharged/intercooled version of the six, which produced 230 hp and 246 pound-feet of torque. She could reach 60 mph in around six seconds with the basic five-speed manual transmission. The 3rd gen was more than just a performance improvement. A limited-slip differential and Toyota Electronically Modulated Suspension were included in the standard Sport Package (optional for normally aspirated models) (TEMS). The system electronically altered the gas-filled shock absorbers to mild, medium, and firm settings in reaction to road conditions, steering angle, vehicle speed, and braking. The driver may select between “Normal” and “Sport” modes, with each program cycling through the three options. The driver-centric dash, like the exterior, replaced hard-edged lines with gentler contours. An optional power driver’s seat with power bolster adjustment was added as a new premium feature. Overall performance, composed handling, intelligent and comfortable cockpit design, and refinement praised the celica A70. In the United States, it sold more than 109,000 copies.

The Fourth Generation well liked Supra: (A80)

image credits: global-toyota.com

Well, Toyota decided that the fourth-generation, like the 2000GT a quarter-century before, should make a more oversized design and performance statement. The Supra stood out in what was definitely a renaissance time for Japanese sports cars, combining supercar performance, polished elegance, and Toyota quality. Its design was inspired by the iconic proportions of the 2000GT without being “retro”.

The A80 was built on a shorter version of the platform that also supported the Lexus SC coupe. It was available in a coupe and Sports Roof body styles. The manufacture relied on both weight reduction and enhanced power to meet the A80 Supra’s lofty performance goals. The Turbo model weighed around 125 pounds less than its predecessor, thanks in part to an aluminum bonnet, roof, and bumper supports, as well as hollow-fiber carpeting. The new 2JZ inline-six engine uses an iron cylinder block instead of aluminum to handle more power than the preceding Turbo variant. There were two transmission options: five-speed manual or four-speed automatic.
The 2JZ-GTE Turbo variant has two sequential turbochargers and produces 320 horsepower and 315 pound-feet of torque. The six-speed manual transmission was standard, while a manual mode was available on the optional four-speed automatic transmission. (There was a 1 year break for the six-speed in year 1996.)

According to manufacture, Supra Turbo A80 could reach 0-60mph in just time of 4.6 seconds and a quarter-mile time of 13.5 seconds at 106 mph. To put things in perspective, of course the she was marginally faster than the Porsche 928 GTS of the same year. But the 928 cost twice as much as the Toyota’s $39k. Although, Her most extraordinary track speed was electronically limited to 155 of mph, it was known that 180 of mph was feasible without the limiter.

image credits: unsplash.com

Her handling and brakes were equally excellent. “Like the Supra Turbo’s acceleration, its handling and braking prowess are near the greatest we’ve ever seen, regardless of expense”, R&T said.

The Turbo’s distinguishing feature, a large, hoop-style adorable rear wing, was practical, adding downforce to improve high-speed stability. On the other hand, the wing’s appearance was a question of personal preference, which is why Toyota did not make it standard as the manufacture. However it makes she abosolutely unique and precious.

The cockpit was designed with the driver in mind, and the front seats were commended for their comfort. The fourth-generation Supra was a low-volume road machine, with just over 11,200 units sold in the United States of America before being phased out in 1998. Turbos accounted for over 7,000 of those.

That’s it. This is the greatest and longest history of the legendary supra from the 1978-1998. Hope you’re enjoyed !

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Written by Voitureblog

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