Sporty Supra 2.0 a fun, less costly sports car …
Back in the day, and it wasn’t all that long ago, Toyota marketed its sporty Celica and MR2 models as affordable sporty cars with the emphasis on affordable and sporty.
Moderate cost, moderately sporty performance and more than moderately sexy styling made these fun second cars for the family. Mom or dad could zip back and forth to work in a roadster or fastback that got good mileage, had some pep and still keep socking away retirement money or college tuition funds for the kids.
Those days have passed.
Last year after an 18 year absence Toyota brought back the Supra, the upscale Celica descendent, but for monied buyers. Supra 3.0 starts about $51,000 and can run up to nearly $60 grand. A bit rich for folks looking for fun wheels, but not a second mortgage. It must be said though, that performance was top-shelf.
Now comes the Supra 2.0 for 2021 and instead of a 335-horse turbo I6, it carries a somewhat milder twin-scroll turbo 2.0-liter I4 that makes a respectable 255 horsepower, but still a prodigious amount of torque. That’s rated at 295 lb.-ft. and it comes on quickly when you tromp the accelerator. Both engines are built in conjunction with BMW.
Top speed, says Car and Driver magazine, is 155 mph, and 0 to 60 mph flits by in 4.7 seconds. A Sport mode button helps the less powerful Supra reach such numbers and the fact that this model is about 200 lbs. lighter than its upscale cousin is another plus.
In addition to excellent highway ramp speed and getaway power, the tightly wound I4 delivers a fine exhaust tone. It doesn’t have the playful crackle of the 3.0-version, but it makes a driver feel he or she has plenty of gusto pushing the rear-drive speedster down the highway or away from a stoplight.
See Mark’s video review: https://youtu.be/OtZj7mDOWS0
Ah, but it also gets good fuel economy and the 2.0 debuts at about a $7,000 discount, and both it and the 3.0 are less costly than their BMW counterparts.
That’s not to say that $43,985 is cheap, but the difference helps whittle down a monthly car payment.
Cool too that the Supra 2.0 looks just the same as the 3.0, which is spectacular, exhibiting more curves than a Kardashian, and touting a better reputation. Just like the Supra 3.0, this more real-worldly powered unit handles like a racer on its 18-inch ZR-rated Michelin Pilot Super Sport tires. Grip is exceptional and tossing the car into tight corners and clipping off apexes along twisting roads is a pleasure. As my kids used to say, Cool Beans!
What isn’t a pleasure, as in the higher-horse model is the ride. Those performance tires coupled with Supra’s tiny 97.2-inch wheelbase delivers a ride that is jiggly at best and sometimes downright rough. City streets with all their potholes and burgeoning expansion joint cracks can turn the cockpit into the automotive version of bull riding. Ugh! Even Mazda’s small MX-5 Miata has a more comfortable ride.
But if looks and performance are enough, then the Supra 2.0 is a bargain.
My shocking Nitro Yellow test car started at $43,985, including delivery, and just added that eye-melting color for $425 and a safety and tech package for $3,485 to push it to $47,895. That’s still a stretch as opposed to the Miata, but the Supra packs more punch, just not a removable roof panel.
So what do you lose with the 2.0 vs. the pricier 3.0 model?
Not much that matters if you’re not taking your Supra on a racetrack. Tires are 18-inchers vs. 19 on the top-end model. Front brake rotors are smaller and there are just single piston calipers up front vs. multi-piston calipers on the Supra 3.0. Again, that’s fine around town and in normal braking, whereas the fancier brakes will last longer and remain more consistent on the race track.
Seats are manual in the tested Supra 2.0, but powered in the horsier version. The 3.0 also features adaptive suspension dampers and an electronically controlled limited slip differential. Those are absent here.
Both include the same smooth-shifting 8-speed automatic transmission that couples well to either power plant. No manual tranny is available here. Rats!
Inside, the yellow test car featured handsome black Alcantara leather and suede seating surfaces, the cushions including red and gray stitching to enliven their look a bit. There’s a carbon fiber console and gloss black trim on the doors’ armrests and the center stack wrapping down around the console. Satin silver trims the dash and air vents. Door release handles are satiny too.
The steering wheel is a manual tilt/telescope model, but I wish this wheel was flat-bottomed to create more knee room when entering and exiting. Such wheels also look racier. Plus a heated steering wheel would make the Supra more comfy in winter.
The dash layout is fine and the 12-speaker, 500-watt JBL sound system comes as part of that one big option package. It sounds great at stoplights, but after that it’s hard to hear as there’s a lot of road and tire noise in the Supra. That includes the rustle and clatter of sand, rocks and road gunk that chatters under the vehicle, especially noticeable at slower side-street speeds.
There was also no wireless phone charger here, while the pricier 3.0 version includes one.
Seats are wonderfully shaped, as race seats should be, with tremendous side support for the back and hips. Neither seat is powered, nor do they include heating, while both are on the 3.0 Premium model.
I found the cockpit comfortable and roomy enough while still feeling compact and sporty. One downside to the car’s slinky looks though is large A-pillars that somewhat obstruct side frontal views.
But otherwise safety is well represented due to the option package mentioned earlier. It includes dynamic radar cruise control, a blind spot monitor, rear cross-traffic alert, and parking sensors with emergency braking.
The package also includes an 8.8-inch touchscreen with navigation. The screen is really thin though and I found it hard to use while driving and sometimes hard to see in bright sun. There’s a redundant rotary touchpad control to adjust the screen, but those are always difficult to manage unless the car is stationary.
How’s cargo space under the big rear hatch? Not great, but you wouldn’t expect to carry much more than a couple overnight bags or groceries there, right? The Supra has 10.2 cu.ft, of cargo capacity.
Gas mileage was surprising considering how hard I ran this on the highway and up and down entry ramps. I managed a stellar 32 mpg whereas I’d averaged just 23.4 mpg in the Supra 3.0 a year ago. The EPA rates Supra 2.0 at 25 mpg city and 32 mpg highway. About 60% of my drives were on the highway. Sadly the small turbo I4 requests 91 octane fuel.
For my money, which it would be, I’d go for this light and lively Supra over the powerful 3.0. It’s still a load of fun and the look is just as sexy too.
FAST STATS: 2021 Toyota GR Supra 2.0
Hits: Stellar looks, strong acceleration, sporty handling, good traction, supportive seats, lower cost than Supra 3.0.
Misses: Rough small car ride, noisy interior (tire and road grit), small radio screen, hard to hear radio over road noise, no wireless charger, no flat-bottom or heated wheel, no heated seats, and no manual transmission available.
Made in: Graz, Austria
Engine: 2.0-liter I4, turbo, 255 hp
Transmission: 8-speed, automatic
Weight: 3,181 lbs.
Wheelbase: 97.2 in.
Length: 172.5 in.
Cargo: 10.2 cu.ft.
MPG: 32.0 (tested)
Base Price: $43,395 (includes delivery)
Nitro yellow paint, $495
Safety & Tech package (dynamic cruise control, blind spot monitor, rear cross traffic alert, parking sensors w/emergency braking, 8.8-inch touchscreen w/nav, 12-speaker 500-watt JBL audio system w/amp, touchpad rotary control, wireless Apple Car Play, speed limit info, Supra connected services), $3,485
Test vehicle: $47,895
Sources: Toyota, www.kbb.com
Photos: Mark Savage