After a few hours in the Toyota GR Supra 2.0 2021, I thought to myself: “We have waited two decades for this This, a redesigned BMW Z4 with a fixed roof? “Don’t get me wrong, this new entry-level four-cylinder Supra is stylish, sharp and fast enough, but it still lacks a certain magic, something like” That forces you to take a night drive to get some milk, although still there is a lot in the refrigerator.
- Impressive fuel efficiency
- Blistering acceleration
- Sharp steering
- Exotic looks
I do not like it
- Unintuitive infotainment system
- Huge roof pillars
- Where is the magic?
Mazda’s pint-sized Miata has just that enchanted feel; Its fascinating dynamics harmonize with your soul. Something like aWith its roaring V8, it can convey a similar feel, albeit on a much larger, louder scale. But the Supra doesn’t give me such a tingling sensation. I don’t feel more connected to it than to my work laptop. Both are focused and very responsive, but I’m not in love with either of them.
That feeling was completely unexpected because the Supra does the sports car thing well, the Bavarian basics and everything. The drive of the car is neat, any flexibility is exchanged for exemplary body control and it does not roll through curves. The Michelin Pilot Super Sport tires, which are more rubbery than hot tar and encase a set of sleek 18-inch wheels, offer seemingly inexhaustible grip. The powerful steering of this machine is instant and accurate. Although the brakes of the GR Supra 2.0 are slightly smaller than those of its six-cylinder siblings, they are powerful and progressive and have a nice, firm pedal feel. But despite all of these boxes, something is still missing and I can’t quite tell.
2020 Toyota GR Supra 2.0: a strong performer who needs a little soul
View all photos
That is not to sayis objectively not impressive. The Supra’s 2.0-liter engine option is new for 2021. This four-cylinder turbocharger, borrowed from BMW, is superb, both snappy and supple, delivering 255 horsepower and 295 pound-feet of torque. Those numbers pale in comparison to the hot six-cylinder Supras pack, but this car is still absolutely cracking, going from 0 to 60 mph in 5 seconds (the 2021 Supra 3.0 can do the deed in just 3.9 seconds). The engine is linear in its power output and extremely sophisticated. Honestly, there’s no need for a high-end Supra – the performance this base model offers is shockingly good.
An eight-speed automatic transmission keeps the engine running. Fast and crisp, it’s a willing accomplice when driving crime is demanded, though it’s still no substitute for a manual. For now, at least, no version of the Supra offers its own gearbox, and maybe that’s partly why I feel less than thrilled about the car. But hey, at least the automatic helps to reduce consumption. According to the EPA, my tester gives a combined 28 miles per gallon, a number that comes from the city value of 25 mpg and the highway rating of 32 mpg. In the real world, however, I’ve erased those numbers and averaged over 36 mpg after a long drive. This performance underscores the outstanding performance of this powertrain.
Yes, I love the Supra’s dizziness, but I also fell for its design. The handsome proportions of the car, the low front end and the cheeky back make it look like nothing else on the road, especially when it is clad in Nitro Yellow. The double bubble canopy is oh so cool, and those wide hips draw your eye every time you look in the side mirror. Despite the winding metalwork, this machine is not particularly wide or large in any dimension. It’s longer than a Miata and shorter than a Mustang, and fits perfectly between these two competitors. This car is also something of a tweener in Toyota’s lineup, a stepping stone between the affordable ’86 sports car and the more powerful Supra 3.0.
I find the leather and Alcantara-covered seats on my tester comfortable and thanks to the firm upholstery they offer a lot of support, although the upholstery can be too aggressive for some. Unlike high-end models, manually adjustable, the chairs’ various levers and ratchets make it easier to find a good driving position, although no changes improve rear sight lines. Those massive roof pillars that give this car such a sexy design can also severely detract from visibility. The small backlight doesn’t help either. To make matters worse, blind spot monitoring and other useful functions such as rear cross traffic warning, adaptive cruise control and parking sensors are not standard. Instead, they’re included in the $ 3,485 security and technology package.
As with other functions, the Supra Command infotainment system is like forgotten leftovers: it starts to stink. Basically, it is an older version of BMW iDrive, which has an 8.8-inch display and an intricate user interface. Navigating it isn’t particularly easy, although you can use the control buttons on the center console or the touchscreen, which is lovely. Embedded navigation is included in this security and technology package, as is wireless. not offered so sad trumpet if you are a fan of The google. Another disadvantage is that , The newest and largest infotainment system from BMW, although its sibling, the already has it. Yes, I am as confused about this decision as you are, but it does too.
Technological oddities aside, the rest of the Supra’s cabin is a lovely place. There is a lot of soft plastic that is dense, high-quality to the touch and has an attractive pattern. Good or bad, the climate control and other switches are borrowed from BMW. Apart from the electronic gear lever of the Nokia Brick Phone and the cheesy-looking displays, everything fits together very well. As you’d expect, the Supra isn’t a particularly versatile car. The storage space in the cabin is scarce and limited to a small space in the center tunnel, another container in front of the gear selector and tiny door pockets. The trunk is also small, but should be big enough to carry luggage for two people.
Compared to six-cylinder models, the Supra 2.0 has shrunk in terms of power and torque. It also has smaller brakes, no reinforcements between the strut tower and radiator support, fixed instead of adaptive dampers and a standard differential. On the plus side, it’s also roughly 219 pounds lighter, and most importantly, a lot cheaper – like a whopping eight grand cheaper. Out the door, my tester checks out for $ 47,895, a number that includes the security and technology package of $ 3,485, a paint job of $ 425, and delivery charges of $ 995. In comparison, the Supra 3.0 starts at 52 large and climbs up from there.
Of all the Japanese sports cars available today that were developed by Bavaria and assembled in Austria by a third-party manufacturer, the Toyota Supra is without a doubt my favorite. Aside from all the jokes, it offers strong acceleration and crisp dynamics even in the basic four-cylinder configuration. But after a long time behind the wheel, I think I’d still rather have oneor even a with the high-performance package. Toyota’s Supra does a lot of things right, but somehow I’m completely overwhelmed, neither up nor down.