Nice car, the Toyota Supra, if always lacking a bit of attitude. Even when the manual came, it was all very good, very agreeable - but not very much of a sports car. Still, good things come to those who wait and all that, especially when waiting on a fast Toyota; so the A90 generation will bow out with not one, but two special editions. Both Final Edition and Lightweight Evo get manual gearboxes - it’s like the '90s all over again. Just when the world seems intent on delivering only bad news, trust Toyota to conjure up some joy.
It’s hard to know which one to focus on first, but we’ll begin with the Final Edition (the black one) purely by dint of its significant power gain. Normally these things are trims and trinkets, but not here: 435hp is the new output, up nearly 100 points from the standard power of the 3.0-litre turbo straight-six. This being the BMW B58 engine, the Supra hasn’t required much fettling for a big boost, the focus being on intake, a new cat for reduced exhaust back pressure, and ‘optimising engine controls’. With torque up from 369lb ft to a punchy 420lb ft, Toyota reckons the Final Edition is now a 168mph car. Acceleration hasn’t been quoted, because it’s probably not much different to the one laid down by the eight-speed auto - but who cares?
Under the skin, the Final Edition gets even more interesting. Suspension is now by KW coilovers (Toyota being keen to point out that they supply the GT4 units also), with 16 rebound and 12 compression settings available. There’s some naughty negative camber on both axles, plus some very serious bracing behind the seats (in a Supra!). Encouragingly, too, attention has been paid to the steering; it was always hard to have total confidence in the front end of an A90, so revisions to the electric power steering here are welcome, as are new anti-roll bars. That feel will also be assisted by the camber, some additional strengthening underneath, and the fitment of standard Michelin Cup 2 tyres, a fraction wider than stock.
Doesn’t stop there, either, as the braking system now benefits from better pads, drilled discs that ‘ensure excellent braking power even during sports driving’ and even stainless steel hoses to really get the most from the upgrades. The sump is now baffled, there’s extra cooling, the rear subframe is rigidly mounted like a race car, and there’s now a pair of sexy carbon Recaros for the two passengers. This may not be called GRMN as expected, but the Final Edition certainly sounds like the real deal alright. Shame there’s only going to be 300 of them for the entire planet, really. There will undoubtedly be many more customers after its ‘exhilarating blend of power, agility and precision’.
It sounds like the Lightweight Evo will be more readily available, if not quite so exhaustively overhauled. Still, the promise of a driving experience ‘elevated to a new level’ through motorsport development is an encouraging one. And Toyota has gone to the effort of a new diff for the Evo, so again this isn’t a small update. The new active unit promises improved confidence and precision, which sounds like great news in conjunction with a revised front axle that gets new bushes, more bracing, a new anti-roll bar, additional negative camber and steering tweaks again.
Though the suspension uses the standard hardware this time around, Toyota says modifications ‘strengthen the direct connection to the road’. As with the Final Edition, the rear subframe receives attention as well, though here the bushes are better rubber items rather than the rigid mounting.
The Lightweight Evo overhaul is completed by an aero kit, which promises extra downforce and a better balance between front and rear thanks to the higher front tyre spats, carbon ducktail and new front wheelarch flaps. Minor changes, but ones that definitely lend the Supra some visual impact. We can’t wait to drive both at some point in 2025; let’s hope that European sales kicking off next spring include the UK…
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