INTRODUCTION
The 2021 Toyota Supra is a two-seater with an ambitious performance profile, a long hood and short deck proportions that proclaim it.
An 8.8-inch infotainment screen is now standard across the board in the 2021 model. But the biggest news is under the hood, where a 2.0-liter turbo-4 has been introduced alongside the more expensive, more powerful 3.0-liter turbo-6. With 255 hp and 295 lb-ft of torque, the smaller engine delivers more than enough power for the 3,200-pound car. This Supra's 0-60 mph run is less than five seconds.
For a weight reduction of about 220 pounds, the 3.0-liter turbo-6 delivers 382 hp - 47 hp more than last year - and 386 lb-ft of torque. That brings 0-60 mph down to 3.9 seconds, which is 0.2 seconds faster than last year's model thanks to the added power.
Both engines come with strict rear-wheel drive and an 8-speed automatic transmission with paddle shifters.
The EPA has not rated the turbo-4 Supra, but the turbo-6 model is rated at 24 mpg city, 31 highway, 26 combined.
The Supra's safety features include automatic emergency braking and active lane-keeping assist. Optional equipment includes blind spot monitoring and adaptive cruise control.
Because of the Supra's low volume, it has not been crash-tested and is unlikely to be.
LINEUP
All prices include $955 delivery charge.
With a starting price of $42,990, the new turbocharged Supra 2.0 is an affordable entry-level sports car. That money buys you standard equipment such as an 8.8-inch infotainment screen, LED headlights, 18-inch wheels, Alcantara and leather upholstery, keyless start and a digital instrument panel.
The $50,990 Supra 3.0 is the least expensive six-cylinder model. Equipment is very similar to the 2.0, but it gets a four-way power-adjustable driver's seat and audio with 10 speakers.
The 3.0 Premium costs $54,490 and adds navigation, a 12-speaker JBL audio system, a head-up display, leather upholstery and heated seats.
Walkaround
The latest Supra has a little bit of everything: more vents, more horns, more creases, more lines. It is attractive, but also cluttered and lacks the rolling style that gave the Supra its understated name in the 1990s.
But the overall proportions are in place. The front wheels are set far back from the front of the doors, making the long hood seem even longer. The roof tapers sharply at the rear, where there is a small ducktail spoiler somewhat reminiscent of the old 911s. The Supra is small and stocky, but looks long and lithe. It looks very much like a sports car.
INSTRUCTION
As a two-seater, the Supra is an intimate experience. There's not much space between driver and passenger, and the space behind the backrest quickly runs out. The design doesn't embellish things; it is what it is, a simple, ergonomic layout that puts function before form. All materials are of high quality and everything is built with a precision reminiscent of more expensive sports cars.
From a Camaro, the Supra's interior will feel airy; from anything else, the high window sills, limited glass area and low roof will create a claustrophobic experience. The available options for the blind spot are well worth the price.
The very well-padded bucket seats are extremely comfortable; unlike some sports cars, you won't need to visit the chiropractor after a weekend of driving. In the base cars, the seats are manually adjustable, but the higher models are electrically adjustable.
For 2021, the previously standard 6.5-inch touchscreen has been scrapped in favor of an 8.8-inch touchscreen. It's a pretty clunky thing to get used to, though.
As with all sports cars, cargo space is limited; there's just 10.2 cubic feet under the trunk. It's better than many similarly sized sports cars, though, and a few soft bags fit without a problem.
INSIDE DRIVING
When we drove the Supra for the first time last year, we were completely enamoured with the silky smooth six-stroke inline-four and its powerless strength. That made us a little skeptical of the new 2.0-liter turbo-4, but our doubts proved unwarranted. It didn't take long for the more modest engine to impress us.
If we had a choice, we'd be inclined to prefer it to the turbo-6. The turbo-4 model weighs about 220 kilos less than the equivalent six-cylinder car. All that extra weight is removed from the front axle, making the front end lighter. The result is better balance, and for us the turbo-4 felt more natural and organic in the corners as a result.
Let's not forget that the turbo-4 isn't particularly slow, either: with 255 hp and 295 lb-ft of torque, it goes from 0-100 mph in just five seconds. That's still pretty fast for someone who doesn't race cars for a living.
But the turbo-6 is still a real hoot. For starters, the soundtrack is fantastic - a roaring staccato that just begs you to look in tunnels and canyons to hear it reproduce its sound. No doubt the Supra 3.0 knows how to get out.
More importantly, it delivers a whopping 382 hp and 386 lb-fts of torque, which is a lot of power for a 2,400-pound car. As mentioned, it's slightly less graceful in cornering, but it still dances with bravado when put under pressure. And from 0 to 60 mph takes just 3.9 seconds.
On the road, the larger wheels and stiffer suspension of the turbo-6 Supra make it a bit more anxious on rough roads. It has adaptive shock absorbers, not found on the turbo-4, but they don't soften the handling much, just add extra firmness. The turbo-4 would be a better daily driver because of its softer suspension.
SUMMARY
The 2021 Toyota Supra is a return to hallowed ground for Toyota; the last time they played in the high-performance Grand Tourer category was in the late 1990s. The latest Supra is both a tribute to previous generations and a confident look ahead. We're grateful for another sports car option in a shrinking category and recommend it to anyone looking for a fun weekend toy.