We were excited when Toyota brought back the Supra sports coupe, and even more excited to discover that it actually delivered the high-performance goods. And, like the original, Toyota has been making regular improvements to keep the good times going. So now it’s time to hit the track in the updated Supra and catch up on all the fun.
The Toyota Supra, in its GR Supra rebirth, has only been on the scene for 3 years, but it has already cemented its place as a leader among the current crop of sports coupes. For 2023, the long-rumored manual transmission has arrived, along with a few other updates that are sure to make its case even stronger.
The new Supra 6-speed comes from ZF, but has been heavily modified for the Supra and is only available with the 6-cylinder engine. That 3.0-liter inline-6 turbo comes from BMW, of course, though output has been bumped from its initial 335 horsepower to 382 horsepower and 368 lb.-ft. of torque, or nearly identical to the automatic-only BMW Z4. And, as we discovered at Savannah’s Roebling Road Raceway, Toyota has done a lot more than throw in a new manual transmission and call it a day.
Double-link McPherson front and multi-link rear suspensions have been retuned for all ’23 Supras with upgraded shocks designed to further minimize roll without adversely affecting handling. The Brembo-based brake hardware is the same as before, but the control system has been recalibrated. They had great initial bite and served us well during our track days. Driving modes are easy to dial in and work with vehicle stability systems that have also been recalibrated. There’s plenty of chassis bracing to tie it all together.
The shifter is smooth to operate and the clutch action feels just right, neither too heavy nor too light. The integrated electronics not only enable automatic rev matching, but also manipulate the clutch engagement to maximize torque delivery. All in all, we’d say the manual is exactly what the Supra needed, as it makes it more fun than before; and at the end of the day, that’s what it’s all about.
There’s an active rear differential that helps the Supra put down power quite effectively out of corners; with a ratio of 3.46 which is higher than the automatic’s 3.15. Not only does it provide an overall punchy feel, but it keeps the engine north of 5,000 rpm more often. 275/55 Michelin Pilot Super Sports provided plenty of grip, perfect for small amounts of controlled oversteer for cornering. For tight low-speed cornering, there’s new Hairpin+ programming in the traction control that allows for more wheel spin than before, plus active power from the rear derailleurs to keep the ride strong rather than inducing a lots of oversteer.
That improved rear end helps to partially negate the pause to shift during straight-line acceleration runs, taking just 2/10ths longer to reach 60 than the automatic at 4.3 seconds. It’s a manual car that’s easy to throw consistently, as everything has plenty of feel, but isn’t too harsh or firm for everyday use. With consistent power delivery throughout the ¼ mile, we finished in 12.8 seconds at 115 miles per hour.
There have been some changes inside, as the center console has been reconfigured to house the shifter, moving the iDrive-like controller slightly to the right. And just because you’re tasked with shifting gears doesn’t mean you have to give up any comfort, as the Premium trim is still available with gorgeous leather seats, Head-Up Display and 12-speaker JBL premium audio.
Nothing changes on the outside, except for this new Stratosphere Blue paint option. The same low-slung body panels as before, covered by 19-inch forged aluminum wheels with red Brembo brake calipers behind. We’re glad they resisted the urge to apply a bunch of flashy graphics plugins.
Really, the only thing worth noting is fuel economy. The hardware commitment is important. Government fuel economy ratings drop from the automatic’s 23-city, 31-highway and 26-combined, to 19-city, 27-highway and 21-combined. It has a worse than average energy impact score, using 14.2 barrels of oil per year with CO2 emissions of 6.8 tonnes.
Since the manual transmission isn’t available with the standard 2.0-liter engine, it’s not the bargain option; but at least it won’t cost you more than the automatic, as both start at $54,095; Premium trim at $57,245.
It even seems strange to say that something as simple as a step back in technology could have such a big positive impact on the 2023 Toyota GR Supra. But it only takes a drop of truffle oil to inject a huge flavor into the whatever you’re cooking, and if you’re planning to cook for a few track days, why not show up with the best ingredients possible to rip it off? -Roaring good weather in the Toyota GR Supra.
