The 2021 Toyota GR Supra performance coupe is all-new this year. The product of a joint venture with BMW, the Supra offers outstanding marks in the areas of handling, acceleration and braking. The new GR Supra rekindles Toyota’s performance past and brings a much-needed halo car to a lineup now largely dominated by sedans, SUVs and hybrid cars. If you’re looking for the styling, performance and acceleration of an expensive European sports car, but need the reliability and pricing for which Toyota is renowned, the 2021 Toyota GR Supra coupe has what it takes to make Porsche, Audi and even BMW shoppers think twice. Full review and all information about the car – 2021 Toyota GR Supra.
New Toyota GR Supra 2021
After more than two decades off the market, Toyota finally released the newest version of its preeminent sports car — now dubbed the GR Supra — for the 2021 model year. After taking the GR Supra to our track and subjecting it to instrument testing, we praised its rapid acceleration, quick steering and sublime handling. Now Toyota is widening the Supra’s appeal. For 2021, Toyota is adding an entry-level trim level — the Supra 2.0 — that comes with a 255-horsepower turbocharged four-cylinder engine to join the existing turbocharged inline-six. Buyers set on the six-cylinder Supra 3.0 will be rewarded with an increase of nearly 50 hp. It now thumps out 382 hp and further gains revised suspension tuning to help it be more buttoned-down and confident both on and off the track. There’s also a new limited-edition A91 appearance package with racy carbon-fiber bits, special graphics and a unique paint color. The GR Supra received some updates for 2021, so we’re revising our rating. In the meantime, check out our full rating of last year’s GR Supra for a comprehensive evaluation. Certain scores could change for 2021, but our vehicle testing team’s overall assessment from last year still applies. Toyota GR Supra 2021 – photos colors and price in this article!
The driver-focused cockpit is tight, and although the double-bubble roof provides some additional headroom, the tallest drivers will feel pinched. Cargo space is similarly cramped, but the cargo area (accessed via a hatchback) should be roomy enough for a couple of duffle bags, a week’s worth of groceries for two, and maybe even a set of golf clubs depending on the bulkiness of the bag. In our testing, we managed to fit four carry-on suitcases behind the rear seats. Much of the Toyota’s interior is shared with the Z4, so those familiar with BMW switchgear and infotainment controls will feel right at home. Toyota GR Supra 2021 – see the photo in the gallery on our website.
Building off the positive feedback from the FT-1 Concept, Toyota designers kept that design intact, transposing a lot of the cues into the production Supra. For instance, the “double bubble” roof is a homage to Toyota’s premiere sports car from the 1960s, the 2000 GT. And the upswept trunk line not only doubles as an integrated trunk spoiler, it pays tribute to the Mark IV Supra’s original rounded and raised trunk design. Due to packaging restraints from the platform – which is shared with the BMW Z4 – the production model is relatively smaller in overall size than the FT-1. But that doesn’t detract from its uniqueness. The Supra is about as unique as a modern, Japanese sports car can get. Love it or hate it, it’s a refreshing sight in a sea dominated by vanilla cookie-cutter sedans and crossover SUVs. None of the Supra’s exterior appointments are frivolous or out of excess; it’s all form following function here. The fender and hood vents might be blocked off with plastic filler pieces, but those fillers only exist to optimize aerodynamic and cooling efficiency for street performance use. Otherwise, they’re all removable should aftermarket tuners want to improve cooling by increasing airflow. Similarly, the interior is a no-frills affair. Toyota engineers made sure their interior looked vastly different from its platform-mate, the Z4. It’s simple and purposefully laid out with minimal distraction, all so the driver can focus on what matters most: the act of driving. And there’s real carbon fiber trimming the center console and doors, further proving the Supra means business. As a strict two-seater, the cabin is intimate and cocooning with just enough space for two full-sized adults up front and their things in the trunk.
The cabin is pretty snug, though having dome bubbles in the roof above each seat helps with headroom, and it allowed me to fit in there with a helmet on. I’m just under 6 feet tall, but I had folks a few inches taller than that hop in the driver’s seat, and they fit with the seat lowered and slid back. What’s problematic for taller drivers is visibility, as the top of the windshield is pretty low. When your head gets up near the headliner, it’s hard to see forward, meaning taller folks will have to drop their heads down to see ahead. There’s also a car-sized blind spot on the passenger side, making the optional blind spot monitor nearly a must-have feature. Other quirks: Apple CarPlay yes, Android Auto no. Though this is a BMW-sourced multimedia system, the good news is Apple CarPlay won’t require BMW’s subscription service; you get it standard with the larger 8.8-inch touchscreen (which is standard on the Supra 3.0 Premium) and it’s available in a package on the base model. There’s a dial for navigating the car’s myriad menus, which can be cumbersome, but it becomes easier once you figure out where everything is. The screen is better used as a touchscreen, but its position on the dash makes it hard to reach, so you end up using the dial a lot more.
Now with more horsepower, the fuel-economy ratings for the 2021 Supra 3.0 take a slight hit but are still good, earning 30 mpg highway, 22 mpg city, and 25 mpg combined. That’s more efficient than the Camaro, the Cayman GTS, and the M2. On our 200-mile highway fuel-economy test route, the six-cylinder Supra exceeded its highway rating by delivering 34 mpg. The EPA hasn’t released estimates for the new four-cylinder model and we haven’t tested that powertrain either.
The 2021 Toyota GR Supra 3.0 is the car Toyota ought to have launched last year. There, I said it. If you’re one of the well-heeled among us who paid an excessive dealer markup on a 2021 Toyota GR Supra Launch Edition, well, sorry. Patience is a virtue and all that. The 2021 Supra 3.0 is more powerful, yes, but more important, it’s more rewarding and just plain better to drive both around town and on a good winding road than the debut model. Before we get too far into what changes Toyota made to the 2021 Supra and why they make it so much better to drive than the 2021 Supra, it’d be a worthwhile endeavor to look at what was wrong with the first year of fifth-generation Supras. The Supra’s 12th-place finish at our 2021 Best Driver’s Car competition was largely due to its poor suspension tuning. On anything but a glass-smooth road or racetrack, the 2021 Supra was a rolling example of Isaac Newton’s third law of motion, which, to save you a Google, states that every action has an equal and opposite reaction. In the Supra’s case, every bump, touch of the wheel, or brush of the throttle or brakes had the rear end gyroscoping up and around the rear axle. The secondary oscillations then caused the front end, as international bureau chief Angus MacKenzie so eloquently put it, “to follow every single contour like a bloodhound on meth.” That even Randy Pobst—a two-time Daytona 24 winner and three-time World Challenge GT champion—had a “moment” in the Supra says it all.
Under the hood lies a turbocharged 3.0-liter inline-six-cylinder engine that produces 335 horsepower and 365 pounds-feet of torque. The engine is sourced from BMW, which is important: BMW has been known to underrate the power of its engines, and in the Supra, that definitely feels the case. If I had to put a number on it (unscientifically), it feels more like 380-390 hp, and it pours on very quickly.
Supra 2.0: $45,000 (est.); Supra 3.0: $52,000 (est.); Supra 3.0 Premium: $55,000 (est.); Supra A91 Edition: $57,000 (est.). Although there’s little driving emotion lost with the new four-cylinder Supra 2.0, we can’t speak of its value proposition as pricing has yet to be released. We predict that the inline-six will be worth the cost of the upgrade. We’d skip the Driver Assist package; it adds adaptive cruise control, blind-spot monitoring, and lane-centering assist that’s more annoying than useful. With the purchase of a Supra comes a one-year membership to the National Auto Sport Association and a complimentary day at a high-performance driving event. The money saved by not optioning the Driver’s Assist package would be wisely spent on additional track time and spare tires.
The Supra has not been tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. Toyota offers a host of driver-assistance features as standard across the Supra lineup, including automated emergency braking. Additional features such as adaptive cruise control and blind-spot monitoring can be added via the Driver Assistance package for $1195. Key safety features include: Standard automated emergency braking with pedestrian detection; Standard lane-departure warning; Standard automatic high-beam headlamps.
All Supra models come with an eight-speed automatic transmission and are offered only with rear-wheel drive. At the test track, our long-term 2021 Supra laid down some seriously impressive acceleration numbers: zero to 60 mph in 3.7 seconds and zero to 100 mph in 9.5. That puts it in the big leagues against the Chevy Camaro, the Porsche Cayman GTS, and the BMW M2 Competition. In fact, it’s even quicker than the vaunted fourth-generation Supra that was powered by a sequentially-turbocharged inline-six with 320 horsepower. It’s a shame that a manual transmission is not available, but hope isn’t completely lost; it’s rumored that the Supra will gain a stick later in its production run. Despite its performance potential, the Supra’s suspension is forgiving enough to drive daily. Its steering is accurate, nicely weighted and direct, which enhances its fun-to-drive personality. The lower-priced four-cylinder model is new for 2021, but we haven’t had the chance to test it. With the turbo-four under the hood, the Supra’s German cousin—the BMW Z4—managed a brisk 5.0-second zero-to-60-mph time.
For the 2021 owners who feel like they missed out on an extra 47 horsepower, fret not—Toyota claims the 2021 Supra 3.0 will accelerate from 0 to 60 mph in 3.9 seconds, a figure we matched in the 2021 car. I wouldn’t expect more than a tenth of a second improvement for the 2021 model. Not only is the extra power (likely) to be barely noticeable at the test track, from the seat of the pants the uprated turbocharged I-6 feels like the same Supra as before. There’s just a breath of initial turbo lag followed by a steady surge of power as you climb to the six-cylinder’s 7,000 rpm fuel shut-off—the engine’s glorious, throaty wail accompanying you as speed builds. The Supra’s eight-speed is great when left to its own devices in both its default drive mode and Sport. It shifts quickly and intelligently, though I did find myself grabbing the steering wheel-mounted paddles more than a few times so I could let its engine sing.
So how much does the new and improved Supra cost? Who knows? Toyota isn’t talking pricing as of press time, but I can’t imagine it’ll cost anywhere near as much as what some early Supra buyers paid. Best guess is a minor price increase over the 2021 Supra 3.0’s $50,945 starting price, which, while fair, still puts the 2021 GR Supra 3.0 up against tough customers like the Chevrolet Camaro SS 1LE, Ford Mustang GT PP2, and BMW M240i. Back when the 2021 Supra was introduced, Toyota promised that “driving enthusiasts can look forward to an exhilarating blend of power, precision, and agility thanks to a rear-wheel-drive design that honors Toyota sports car heritage.” With the 2021 Supra 3.0, Toyota finally delivered on that promise.
The vehicle I tested was a Launch Edition Supra, of which Toyota is producing only 1,500, so it might be hard to get a hand on. Those versions start at $56,180 (all prices include destination charges), and my test vehicle added a Driver Assist Package ($1,195), which includes adaptive cruise control, blind spot monitors and parking sensors. Given the Supra’s visibility issues, I think this is a good addition to whatever Supra you’re considering (it’s available on all trim levels). Other trims are the 3.0 (the base model) and the 3.0 Premium. The 3.0 starts at $50,920, while the 3.0 Premium jumps up to $54,920 (with the larger 8.8-inch touchscreen, Apple CarPlay, navigation, a wireless charger, a head-up display and a JBL premium audio system). Base models can get the premium audio system, Apple CarPlay, navigation and the larger screen for $2,460. The competitive landscape in this price range is a bit varied. The Supra mostly goes up against the Z4 and its counterparts, the Mercedes-Benz SLC300 and the Audi TT. It could also be compared to the Chevrolet Corvette (which starts around $6,000 more) and the top trim levels of the Ford Mustang and Chevrolet Camaro. But those cars focus more on muscle (and V-8 engines), in stark contrast to the Supra’s agility and lightness. What I’ll remember most about the new Supra was how it made me feel: joyful. It absolutely fulfills the promise of a sports car, and it’s incredibly rewarding to drive. Everything about it — the burly exhaust, the feel of the steering, and the responsiveness and raw power of the drivetrain — will put a smile on your face when you’re behind the wheel.
Much like Toyota’s other sports car, the 86, the Supra comes as the result of a collaboration — this time with BMW, which uses the same hardware to underpin its Z4 roadster, which was redesigned for 2021. Sports cars aren’t the moneymakers they used to be, so companies justify them (from a budgetary standpoint) by working with someone else and sharing costs In this case, though, I’m not sure anyone was prepared for how much commonality that would entail. The Supra and the Z4 share the same platform, powertrain, suspension components and a whole slew of interior parts; you’ll find the BMW typeface on the Supra’s gearshift, dials and multimedia system. I spoke with Toyota engineers before driving the Supra, and they assured me their car would be different from the BMW — even though, after crawling underneath it, I saw BMW logos on the struts. In some ways, this car serves as a litmus test for the power of tuning: How different can you make two vehicles that have many of the same mechanical parts? The answer, it turns out, is quite a bit different — thankfully, because while the Z4 is a fun roadster, it has more of a touring focus and gets shy at the limits. The BMW just isn’t sharp enough to be what the Supra needs to be. But after getting behind the wheel of the Toyota, my concerns quickly washed away — the Supra is pure sports car.