Welcome to the Toyota Supra (A70) Car Autance. As you scroll down you’ll learn all about this vehicle’s qualities, features, finer points, and shortcomings. If you’re thinking about buying one of these, want some help maintaining or modifying one, or just want to deepen your knowledge for the next round of car trivia, you’ve come to the right place.
This is a living document that’s updated as we learn (and confirm) new valuable information. Got something to add? Drop a comment. Don’t be shy; the more dialogue we have the better this Car Autance will get.
–Andrew P. Collins, Car Autance Editor-In-Chief
(Disclaimers, Disclosures: Some Car Autance will have links to specific forums, groups, brands, shops, or vendors for parts shopping and such. We have no sponsorship deals or official affiliation with any of them unless explicitly stated. Please, work on your own car and follow our advice at your own risk.)
The Short Story
The third-generation Supra was commonly referred to as a Mark III or MK3, despite never being officially given that name from Toyota. Its official designation was the chassis code A70. It was the first generation of the already successful Supra nameplate to get its own, unique platform. From the Supra’s inception in 1978 until the end of the second-generation Supra in 1985, it was a trim option for the cheaper Celica nameplate; a regular Celica would get nicer appointments in the interior, a straight-six, and fancier adornments on the outside, and voila, a Celica Supra was born. But finally, in 1986, Toyota used the Celica name for a front-wheel-drive, economical sports coupe line, and the Supra name was split off as a rear-wheel-drive, straight-six luxurious grand tourer, and the mythology of the name began to come into its own.
Stateside, the third-generation Supra was only offered with a naturally aspirated and turbocharged version of the straight-six 7M motor, respectively known as the 7MGE and 7MGTE. The 7M series of motors were sufficient for the MK3 to be a Corvette-beater in its time but left a lot to be desired when compared to the variety of motors offered elsewhere in the world. The 7M also had an extremely notable Achilles heel that killed the longevity the otherwise stout 3.0-liter motor would have had, as we will see later in this Autance. Still, it was a robust enough car for it to be competitive with many of its peers when it was introduced, with comfort to match its impressive performance.
For a while, MK3s were the black sheep of the Supra line, perpetually not quite timeless enough to be valued for pure style like the earlier Celica Supras but not fast or legendary enough to be worth remotely what a fourth-generation 2JZ-equipped Supra was. This has changed in recent years, thanks to a variety of factors: The fifth-generation Supra has increased excitement for all previous generations; 1980s nostalgia is at a fever pitch, and as time has worn on and clean examples have gotten rarer and rarer, there is a sense of excitement that comes with spotting a nice MK3 in the wild.
If you’re looking for more images, scroll down to the Photo Galleries links toward the end of the Car Autance. Don’t forget to drop a comment if you have a stash of stock A70 Supra pictures we could share.
The A70 Supra was the last Supra built before the Lexus nameplate was created by Toyota, and so it has more of a focus than later Supras on plush, luxurious features, as it was their top-line halo car.
In Japan, the top model of the A70 Supra received the 1JZ and the ultimate version of it was known as the 2.5 Twin Turbo R. It was the fastest street variant produced and rated as a “gentlemen’s agreement” 276 horsepower.
The rarest A70 Supra is the Supra Turbo A. Produced solely for two months in 1988, it was an FIA Group A racing homologation model with a modified 7MGTE that produced more than 260 horsepower. Only 500 were ever built.
The MK3 Supra stands out even among other wedge-shaped tourers of the era with its sharp angles and stunning beltline. The car’s silhouette is that of a fastback hatch, with a trim line running all the way from the wraparound corner lights in the front to the rear bumper of the car. Some Supras received targa tops, and others received sunroofs. The rarest examples are hardtops with no accouterment, known as slicktops, but the silhouette remains the same on all models.
A facelift was given to the Supra in 1989. Pre-facelift models have an uninterrupted grille with a squared-off front bumper, gray metal-backed trim regardless of paint color, rectangular “brick” taillights, a unique red-carbon-weave Toyota Supra nose badge, and on Turbo models, a one-piece wing that is connected solely to the trunk. All pre-facelift U.S.-market models have 16-by-7-inch sawblade-style directional wheels.
Post-facelift models got a smoother bumper that split the front grille into two halves, plastic-backed trim that could be either gray or paint-matched, wide heckeblende taillights that connected over the license plate bracket, a traditional modern Toyota T nose badge in lieu of the unique red Supra model badge, and on Turbo models, a three-piece wing that seamlessly integrated with the rear quarter panels. In 1991, the sawblade-style wheels were dropped in favor of a more modern 16-by-7-inch five-spoke design, similar to the wheels that would be seen later on the fourth-generation Supra.
Turbo Supras were given rear wings and a badge in the rear center garnish (on pre-1989 cars) or a badge on the rear trim (on post-1989 cars) stating Turbo. Externally, turbos were the same as other Supras besides the badge and wing.
Homologation Turbo A model Supras were given 3.0 GT Turbo A rocker graphics, special Turbo A badging, a Momo steering wheel and shift knob, body-matched trim, and black sawblade-style wheels. They were exclusively painted black with gray interiors and were only sold in Japan. (So a true Turbo A will be right-hand drive.)
Toyota sold around 50,000 MK3 Supras in the United States over their six-year production run, so they aren’t incredibly rare. Total worldwide production numbers are estimated at around 240,000 cars. Turbo A models are the rarest by far, with the all-black homologation versions numbering a scant 500 built. The rarest U.S.-spec model is generally agreed to be the teal-painted 1992 Turbo; teal was a one-year-only option for 1992, and 1992 was the lowest year of production with only 1,193 models produced.
Check This Car Out If …
You’re looking for a rear-wheel-drive, luxurious, comfortable tourer with quintessential ’80s styling.
Important Trim Levels and Options
In the United States, the Supra only got two major trim levels: turbo and naturally aspirated. The turbo model got the 7M-GTE, and the non-turbo model received the 7M-GE. They are both 3.0-liter inline-six, twin-cam, 24-valve motors, but the 7MGTE was equipped with the Toyota CT26 turbocharger, an intercooler, turbo model badging, and a wing. Both the Turbo and base models could be equipped with a targa top, known as a Sport Roof in marketing materials. Generally speaking, hardtops are more desirable for performance applications, as they weigh less and have vastly more chassis rigidity.
All U.S.-market Supras were offered the option to have an automatic or manual transmission.
Additionally, the MK3 Supra was sold with the then-novel Toyota Electronic Modulated Suspension (TEMS) as an option on naturally aspirated cars and standard on Turbos. TEMS-equipped cars will have large electronic controller bricks placed on top of the struts in the engine, and three settings, two of which can be manually toggled with a pair of buttons on the center console: Normal and Sport. The third stiffest setting is automatically applied by the car under hard braking and high-speed cornering.
Turbo models additionally received a sports package as standard, which gave the car a limited-slip differential (as opposed to an open differential) and headlight washers mounted in the front nose piece. Anti-lock brakes were optional on both the standard and Turbo trims.
The rarest stateside option that is currently known is the 1992-only 10-speaker system with a built-in trunk-mounted subwoofer. Thought to be mythical, I have confirmed their existence, but actual option order numbers are impossible to come by.
Overseas, there was a litany of engines offered, along with slight variations to the body depending on the trim and engine equipped. In Japan, a narrower body style was offered with one of four potential motors, all two-liter inline sixes:
The 1G-EU (naturally aspirated, SOHC), 1G-FE (naturally aspirated, DOHC, fuel-economy-optimized), 1G-GEU (naturally aspirated, DOHC, performance-optimized), and 1G-GTE (DOHC, twin-turbocharged).
The twin-cam 1G-GEU was known as the Supra 2.0 GT in Japan. The 1G-GTE equipped models were sold as the Supra 2.0 GT Twin Turbo. All 2.0L Supras were sold with a slightly narrower body to come in under the 1,700-mm vehicle width limit the Japanese government set for higher vehicle taxation.
Japan also got the Supra 3.0 GT Turbo A, an FIA-mandated homologation run of 500 cars that were built to meet regulations in Group A racing. The 7M-GTE was the sole motor available in the homologation version, and it was given a power bump via advanced tuning, a larger trim turbo, and improved intake technology, although no changes were made to the motor internally.
The last motor variant Japan received was the first in the legendary JZ line of motors, the 1JZ-GTE. This was sold as the 2.5 Twin Turbo and was only offered from 1990 until the discontinuation of the A70 in 1992.
The most powerful and lightest version of the MK3 Supra was also a Japan exclusive: The 2.5 Twin Turbo R. This model came with a 1JZ-GTE, but with a larger intercooler, Recaro seats, lighter sway bars, and a Torsen limited-slip differential.
1986 model year
- Introduced midway through 1986 as a 1986 model year due to production delays; first-year production A70 Supras are frequently known as 1986.5 as a result.
- Solely offered with the 7MGE N/A motor in America.
1987 model year:
- Turbo model introduced in North America with the 7M-GTE single turbo motor, pushing maximum power to 230 horsepower.
- Sports package introduced with TEMS, LSD, and headlight washers; standard on Turbo models, optional on base.
1988 model year:
- Vinyl base interior substituted with cloth.
- Two-tone paint options (blue/light blue, brown/tan) dropped from offerings.
- Japan receives the 500-car homologation production run of the 3.0 GT Turbo A model in September and October.
1989 model year:
- Facelifted model with new front bumper, grille, plastic-backed trim, and new wing design released.
- Revised wastegate and intake boosts power by 2 horsepower and 8 pound-feet of torque.
- Power steering and suspension slightly revised for better handling.
- Rear subframe reinforced to help prevent cracking.
- Turbo model introduced in the United Kingdom.
1990 model year:
- Driver’s side airbag made standard; cruise control moved from wheel to stalk control as a result.
- Japan receives the 2.5 Twin Turbo with the twin-turbocharged 2.5L 1JZ-GTE.
1991 model year:
- Five spoke wheels made standard.
- Turbo models receive standard anti-lock brakes.
1992 model year:
- Final year of MK3 Supra production.
- Teal paint offered.
- 10-speaker stereo with trunk-mounted subwoofer made available as option.
General Reliability and Ownership Costs
The MK3 Supra is on the luxury side of the spectrum and went through an extended period of significant depreciation, which means that frequently, non-critical electronics can fail or decorative trim pieces can break after periods of neglect, and replacement parts can be hard to come by. Keeping a decent MK3 Supra running and drivable is usually quite cheap (with one caveat: the head gasket). Keeping a MK3 Supra in concours-level condition can rapidly become a five-figure exercise in scouring eBay.
The Supra is somewhat expensive to operate, as both the N/A and Turbo models require premium fuel and get typical sports-coupe mileage (rated at 16 city/22 highway by the EPA). The rear tourer seats do help keep insurance premiums slightly lower, but it is still a fastback sports car, so expect higher rates than a comparable economy vehicle of the era.
The MK3 Supra was sold in Japan with an ad campaign referring to it as the 3000GT in an attempt to hearken back to Toyota’s first halo model sports car, the 2000GT.
The Turbo-model manual transmission and the naturally aspirated five-speed manual transmissions are different models: the R154 and W58, respectively. The R154 is infamously stout, with claims it can make 700 horsepower or more in stock form before grenading. The W58 is generally considered weak and fragile, and attempts to make more than the naturally aspirated 200 horsepower without significant transmission upgrades generally results in failure.
A variety of final drives were offered for MK3 Supra differentials. N/A models received only an open differential with a 4.30 ratio, and Turbos received solely limited-slip differentials, in either a 3.91 (pre-1989) or a 3.73 (post-1989) gear ratio.
Red Flags and Known Issues
Head gasket. The largest issue with the 7M-GE and 7M-GTE motors are the head gaskets. With the introduction of the 7M, Toyota switched from asbestos-based head gaskets to a safer composite material one but did not update their torque specs from the factory. All 7M motors, therefore, were mistorqued immediately upon production, to 40 pound-feet vs. the correct 75 pound-feet. All MK3 Supras blow head gaskets, regardless of driving style, every 50,000-70,000 miles as a result, unless the issue is remedied. With the correct torque applied to the head gasket, they will last as long as any other motor, but it is important to check that when the head gasket was done last, it was torqued correctly (or, if the car is low mileage, if it has ever been done). Signs of a blown head gasket can include muddy coolant, overheating issues, creamy-colored oil, or continual drainage from the coolant overflow reservoir.
Rear subframe: The rear subframe, especially on pre-1989 models, is prone to cracking under stress. Check for hairline cracks around the differential cradle in the front and the mounting points for the subframe, where it bolts onto the unibody.
Targa top: The targa-top seals are difficult to obtain, and after years of sitting in the sun, they can dry rot and leak. Check for any leaks or water damage in the interior.
Heater control valve: The MK3 Supra uses a vacuum-controlled heater valve. When the heat is turned on, hot coolant is allowed to flow to the heater core. This valve fails frequently internally and is non-serviceable. If it has failed, the heat will not work, and the unit needs to be replaced.
Oil starvation: The 7M uses a center-mounted oil pick-up line 1 3/8-inch off the base of the oil pan. The height and design mean that it performs poorly under high G’s. During hard driving, if the oil level is even slightly low, the motor can starve itself of oil and develop rod knock rapidly. Before a track day or other high-speed, high-performance event, ensure the oil is filled all the way to the top mark on the dipstick and check it frequently.
TEMS failure: On cars equipped with the TEMS electronic suspension system, the system is known to fail. The TEMS lights in the center of the dash will blink, and the suspension will not change stiffness regardless of mode selection.
Rust: As with every vintage Japanese car, rust is a common problem on Supras, and the complicated unibody construction can hide the worst of it without careful inspection. Check the bottom of the spare tire carrier, under the seat rails/carpet in the driver compartment, and in the seam welds of the rear wheel wells.
Cracked dashboard: As with many other Toyotas of the era, UV light from the sun tends to crack the dash, and mint dashboard pads are nearly irreplaceable-level rare.
There are no outstanding recalls on the A70 Supra, via the NHTSA.
You can pop your VIN (the number stamped in the bottom corner of your windshield) into the NHTSA site here to see if your Supra has any outstanding recalls.
Where To Buy Parts
Basic Supra maintenance parts (brake pads, clutch cylinders, oil) can be found anywhere car parts are sold, such as Amazon, RockAuto, AutoZone, and Advance Auto Parts. Toyota still carries some parts through their dealership network, although many have been discontinued and out of stock for the better part of a decade. More obscure and out-of-production OEM parts and upgrade parts are sold at Driftmotion.com, which is one of the most active supporters of the platform.
MK3 Supra engine mods are unfortunately limited if the 7M motor is retained. Titan Motorsports produces a variety of upgrade parts, including internals, for the 7M motor, as does Brian Crower, and Driftmotion offers a variety of options to push out a bit more power. However, a 1JZ-GTE or 2JZ-GTE motor is a relatively common and well-supported swap, and parts availability for those motors is nearly infinite. Parts can be found anywhere that MK4 Supra parts are sold. Handling parts, such as coilovers, strut braces, sway bars, etc. are frequently made-to-order and cost more than on better-supported platforms.
Aero and style parts can be difficult to come by, but Kaminari still makes their original line of kits for both the pre- and post-facelift MK3s, and Shine Auto Project makes replicas of out-of-production kits in fiberglass-reinforced plastic (FRP).
Popular modifications for the MK3 Supra Turbo include a wastegate shim (to allow the turbo to make more than the stock 6.5 psi of boost before venting extra pressure). Bosch Saab 9000 blow-off valves are sometimes used in conjunction with wastegate modification to provide better venting with higher pressures, or an aftermarket blow-off valve can be used. This is sometimes paired with an old-school modification trick of using a Lexus SC300 air flow meter housing and 550-cc injectors (top-feed style) to allow the 7MGTE to bypass fuel cut under high-boost pressures and allow for higher psi without needing to replace the ECU or run a piggyback air/fuel controller. This is admittedly rudimentary but worked for decades before the advent of plug-and-play ECUs.
The stock exhaust system is extremely restrictive, so a higher-flow turbo outlet neck, downpipe, high-flow catalytic converter, and aftermarket exhaust system can free up a significant amount of power on a Turbo model.
Coilovers are produced by Fortune Auto, TEIN, BC Racing, and other reputable manufacturers, and can provide a solid performance-oriented upgrade over stock suspension while removing the complexity and failure potential of the TEMS system. New bushings are recommended when upgrading the suspension, as 30-year-old rubber tends to degrade, and there are several companies that make polyurethane bushing kits for the MK3 Supra.
Key Technical Details
Naturally aspirated: 3.0 liter, dual-overhead-cam (DOHC) engine with four valves per cylinder, producing 200 horsepower @ 6,000 rpm, and 187 pound-feet of torque @ 4,800 rpm
Turbo: 3.0 liter, dual-overhead-cam (DOHC) engine with four valves per cylinder, producing 232 horsepower @ 5,600 rpm, and 253 pound-feet of torque @ 3,200 rpm
On both N/A and Turbo models, the block is cast-iron; the head is aluminum
Transmission: Five-speed manual or four-speed automatic
Drivetrain: Front-engine, rear-wheel drive
Suspension: Double-wishbone coil-on-spring, front and rear
Wheelbase: 102.4 inches
Overall length: 181.9 inches
Curb Weight: 3,300 to 3,600 pounds, depending on trim and options. Hardtop models weigh significantly less than targa models.
Fluids, Filters, and Capacities
Fuel: Toyota recommends premium fuel (at least 91 octane) on both the N/A and Turbo trims.
Battery size: 27F.
Engine oil: Toyota recommends a range of weights based on average ambient air temperatures for oil, as per the owner’s manual, but the general consensus in the community is that 10W-40 is the best choice.
Oil filter: The Supra uses a spin-on filter, Toyota part number 90915-03002 for both Turbo and N/A models.
Air filter: The part number is 17801-70020 for the OEM air filter.
Cabin air filter: There is no cabin air filter.
Transmission oil: Enthusiasts of the Supra swear by Redline MT90 gear oil for the manual versions. Use three quarts. For the automatic, use Toyota Genuine Type T- IV automatic transmission fluid and replace every 60,000 miles.
Differential oil: The differential uses 1.2 quarts of 75W-90 gear oil.
Coolant: Toyota Genuine Red Coolant is recommend for the MK3 Supra.
Power steering fluid: Toyota recommends the use of automatic transmission fluid (ATF) for power steering fluid. Use Dexron II type ATF.
Brake fluid: The OEM rating is DOT3 spec.
Spark plugs: NGK 5689 Iridiums are recommended for the Turbo trim, and NGK 3306 are recommended for the naturally aspirated trim.
Factory Service Manuals
The Toyota Service and Repair Manual (TSRM) for the 1990 Supra is available online at Cygnus X-1.
Tested: 1987 Toyota Supra Turbo (Car and Driver, April 1987)
When Arthur St. Antoine covered the gen-three Supra in 1987, he was a little disappointed in the brakes but generally liked it as GT car. It was called out as a significant improvement over the predecessor:
“On the Interstate, the Supra Turbo requires frequent small adjustments of the wheel to maintain a straight line. In keeping with the cars’ comfortable nature, the ride is supple and forgiving; even in the “sport” mode, the suspension is nowhere near as stiff as an RX-7 Turbo’s. If the weather and the law are on your side, the Supra Turbo will comfortably tick off the miles at extralegal speeds all day long.
Thrown hard into a corner, the Supra Turbo turns in quickly, takes a set, and gets down to business. You can crank in up to 0.83 g of neck strain without a lot of fuss. The 225/50VR-16 Goodyear Eagles get part of the credit; the rest goes to the Supra’s carefully designed suspension. Over exuberance with the throttle or suddenly snapping off the power will make the tail step out of line, but for the most part the Turbo is composed and predictable. Despite the generous load of luxurious features along for the ride, this spirited Toyota will clip apexes with the best of them.”
That story also includes counterpoints from Rich Ceppos, Larry Griffin, and Csaba Csere. It’s worth taking a look at for sure.
Real Owner Impressions
I have owned one and driven dozens in all trims and imaginable modifications, including the rare Turbo A model, and I can truthfully say they are fantastic touring cars and one of the most fun vehicles to come out of the ’80s overall. In stock form, they are comfortable and fast enough on the highway to keep up with almost any car of the era, and they have enough handling prowess to avoid being dull in corners. The base model 7MGE is a fun cruiser, The Turbo model 7MGTE has that 1980s turbo-torque punch that feels incredible when merging and pulling on the highway.
Modifications are not simple thanks to a relatively forward-looking amount of tech crammed into the engine bay and a lot of vacuum lines, but they are not extremely difficult as high-end cars later in the ’90s sometimes were. It is very possible to tune the suspension and handling of a MK3 until it can challenge much more nimble cars. (I used mine for autocross with strong results, as well as drifting.)
That said, the car is heavy, with poor steering angle and relatively high amounts of steering and chassis play, so it’s not exactly a canyon carver out of the box. And if the Supra name or style doesn’t appeal to you, there are better choices for nimble performance use. The lack of parts availability and numerous Achilles heels that the chassis and engine design have keep from recommending a MK3 to most novices looking for their first car to wrench on, but if you’re already mechanically inclined, it won’t be too intimidating.
Having driven both targa models and hardtops, the hardtop model handles noticeably better, but I love the feel of a targa for a car so well-suited for cruising.
If you’re looking for one as a daily driver, I did that as well, and mine had some flaws that would leave me stranded occasionally, but a majority of those were due to my own ineptitude as a young mechanic rather than an inherent issue with the car. Just make sure to check the head gasket for any signs of blowing before you entrust a Supra with daily driver duty.
What They’re Worth Now
The MK3 went through a nadir of value in the late 2000s, with clean turbo models selling for bottom-of-the-barrel prices, But with the launch of the MKV and the general excitement for 1980s/’90s era cars now, they have skyrocketed. High-mile, automatic-transmission naturally aspirated pre-1989 cars are generally the least expensive; they can still be sometimes found for $3,000 to $4,000, but expect a rough vehicle.
Clean turbocharged manual models are now solidly into five-figure territory; for a nice manual-transmission turbo with a clean interior and service history, expect to pay upwards of $15,000.
Where To Find One For Sale
The MK3 Supra is far too old to pop up at big chains like Carvana or Carmax. Your best bet is to check local classified listings — smaller dealership chains, Craigslist, Facebook Marketplace, and private sellers. Occasionally, the best of the best examples may pop up at premium, curated auction houses, such as BringATrailer, Hemmings, or Mecum, but expect to pay top dollar for a pristine example.
What To Ask a Seller
The Supra has several potential downfalls if maintenance is not done regularly. Be sure to ask for service history.
First, ask about the head gasket, when it was replaced, and if it was done to the proper torque spec. (Most head gaskets done within the past 20 years will be spec’d right, as Toyota sent out a service bulletin regarding it shortly after the MK3 launched.) If you are extra concerned about buying a car with a near-death motor, ask to have a compression test performed at a trusted shop.
If the head gasket was done, ensure that the timing belt was done at the same time, or that it has been done since then.
Ask to inspect under the car for power steering/rear main seal leaks, any cracks in the rear subframe, or unibody rust. All of these can happen on the MK3 Supra somewhat commonly and require a decent amount of time and money to repair.
Competitors To Consider
The Supra competed in a crowded market segment in its era, and as a result, there are a lot of strong contenders to weigh it against.
1983-1996 Chevrolet Corvette (C4). The Corvette was the natural domestic competitor of the MK3 Supra, and for a time it was vastly outmatched in performance and reliability, but later C4s (from 1992 onward, when the LT1 became the V-8 of choice for the Corvette powerplant) surpassed both the speed and longevity of the A70 while losing some of the 80s panache.
1985-1992 Mazda RX-7 (FC3S). The Mazda RX-7 of the era was more sporting-focused than the Supra. Lighter and simpler with better weight distribution and handling, they were vastly more capable for canyon-carving, but with a loss of some long-distance comfort. Additionally, rotary engines typically are just as unreliable as a 7M can be when poorly maintained.
1982-1991 Porsche 944. The 944 was one of the defining attainable poster cars of the 80s, with styling that rivals the Supra’s svelte form. Porsche interior quality and handling are both phenomenal, as usual, and the comfort of the 944 still means it can eat highway miles. Non-turbos are a bit slow, however, and Porsche pricing — both for the car and for aftermarket parts — are vastly higher than the MK3.
FavCars.com has pictures of United States- and international-spec Supras. Additionally, your author has photosets of both her old MK3 and a Turbo A at her Flickr.
The MK3 Supra has barely touched most movies and TV shows, strangely. The most influential show I could find with it was an anime OVA titled “Goddamn” where the main character drives the Safari Rally through Kenya for Toyota Team Europe in a MK3 Supra.
Every car has a collection of common questions that pop up in forums and Facebook groups whenever new blood joins in. We hope a lot of those have been answered above, but here are some Supra FAQs we wanted to dig into.
Yo, this thing is dope. Can I drift it?
Yes, you can, but it will suck. The high weight, vague steering, weak clutch-pack-type LSD, and poor steering angle all make it an atrocious drift car for competition use, but it is rear-wheel drive, and it can be drifted. I used to.
I’m going to turbo/supercharge/build the crap out of my car.
Just be aware that the 7M-GTE has an upper limit of about 400 horsepower before pistons and rings start to reach their failure point, and the 7M-GE’s is even lower. Research upgrading internals or swapping with a more robust JZ-series motor if you want to exceed 400 to the rear wheels.
Downloadable Paperback Car Autance (Coming Soon)
If you’re old school and like to keep reference notes on paper or you’re just a completionist and want a free accessory for your Toyota Supra, we’re going to have a printable owner’s manual supplement-type thing to download soon.
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