After a 17-year absence, the Supra came back in 2019, and it did so by shaking hands with an old rival. The A90 GR Supra was co-developed with BMW and shares its bones with the Z4, which means the heart of it is BMW's B58, a 3.0-liter turbocharged straight-six. That shared parentage set off a long-running debate about whether a Supra with a German engine still counts as a Supra. My opinion... I'd rather Toyota did it themselves, but in a world where we might have no Supra, I'm happy the A90 exists. It's certainly a much better outcome than the last time Germany and Japan teamed up.
Jokes aside, the B58 engine is excellent. It's smooth, torquey, and underrated on the spec sheet (around 335 horsepower at first, later raised to 382), and it carries on the Supra habit of responding eagerly to tuning. Early cars came only with an eight-speed automatic, but Toyota listened to the grumbling and added a proper six-speed manual for 2023, which is the version enthusiasts had been holding out for. There is also a cheaper four-cylinder 2.0 in the range, but if you're going to get the Supra whose heritage is already a bit in question... at least get the one with a 6.
Whether you read the BMW collaboration as a clever way to revive a loved name or a small asterisk on the badge, the result is a quick, charming, tossable sports car. As the Supra you can still buy new, it is also the easiest and most approachable way into the bloodline.

The A70 is the Supra growing up and moving out. In 1986 it finally dropped "Celica" from its name and set up as its own model, and it brought real engineering with it. Underneath sat double-wishbone suspension at both ends, and the engine lineup grew teeth when the 7M-GTE turbocharged six arrived with around 230 horsepower, in a car you could option with a targa top and the obligatory pop-up headlights.
This is also where the Supra's tuning reputation quietly began. In Japan, later cars received the 1JZ-GTE, a 2.5-liter twin-turbo six that became a favorite of the drift and modifying scene, and the late 2.5GT Twin Turbo R is the JDM version collectors hunt. There is one well-known gotcha, the 7M's habit of blowing head gaskets... so a sensible buyer asks whether that has been put right, but I'm sure someone in the BaT comments will ask for you.
For years the A70 lived in the shadow of the car that replaced it, which held prices down and made it the bargain doorway into turbocharged Supra life. That gap is starting to close as people clock how good these are. It is the affordable, slightly underappreciated bridge between the soft early cars and the monster that followed.

This is the one. When most people picture a Supra, they picture the Mk4, the A80: the curvy, big-winged fourth generation built from 1993 to 2002, the car that turned a Toyota into a cultural event. Credit goes mostly to the engine. The 2JZ-GTE, a 3.0-liter sequential twin-turbo straight-six, made a quoted 320 horsepower (Japan politely claimed 276 under the era's gentleman's agreement), but its real party trick is sheer strength. The 2JZ will happily run 600 to 800 horsepower on its factory internals, which is the stuff of tuner folklore and the reason built cars reach four figures.
The desirable spec is well settled: the RZ twin-turbo car with the Getrag V160 six-speed manual. Toyota also kept it fairly light, using an aluminum hood among other measures, so it handled a bit better than its big-coupe shape suggested.
Then... there's the fame. The orange 1994 car from the first Fast &#x26; Furious sealed the A80's place in pop culture, and it sits on Japan's performance Mount Rushmore next to the FD RX-7, the NSX, and the R34 GT-R. Add a 25-year import clock and a finite supply of clean manual cars, and you get the outcome everyone knows about: values went vertical. The A80 is a blue-chip Japanese sports car, and while it might not drive as nicely as its rivals, it has unmatched AURA... "is that a SUPRA?!?!?"

Every legend starts somewhere humble; the Supra started life as a Toyota Celica... with a big ol' nose to make room for a bigger engine. Launched in 1978 as the Celica Supra (Celica XX at home in Japan), the A40 and its A50 follow-up were Toyota's answer to the Datsun Z, which had been quietly running off with the affordable grand-tourer market. The recipe was straightforward: take the practical Celica liftback, stretch it out like Mister Fantastic, and swap the four-cylinder for a smooth inline-six.
It was, by design, more boulevard cruiser than back-road weapon. The 2.6-liter six, later a 2.8, made only around 110 horsepower, and the cabin leaned plush rather than sporting, with trimmings that bordered on luxury for the era. The point was refinement and easy cruising, not lap times.
For collectors this is the genesis car, the one that set down the front-engine, rear-drive, straight-six layout every Supra since has honored. Survivors are genuinely scarce, since most were driven into the ground long before anyone thought to save them. If you want the literal first chapter of the story and don't mind that it ambles rather than sprints, the A40 is a charming and increasingly hard-to-find place to begin.

The Mk2 (A60) is the Supra in full early-1980s wedge mode, all sharp creases and pop-up headlights, looking like it belongs parked outside an arcade in a synth-pop video. Built from 1981 to 1986, it kept the Celica Supra name and the smooth 2.8-liter inline-six, now making around 160 horsepower, and it began taking the sporting half of its personality more seriously than the cruiser-minded original had.
Part of the charm is the split personality, baked right into the trim names. The P-Type was the performance version, with flared fenders, grippier rubber, and the manual gearbox. The L-Type was the luxury one, softer and usually automatic, aimed at the buyer who wanted the look without the effort. You essentially chose your character at the dealership, very Street Fighter of them.
This generation is also where the Supra started earning real respect for how it drove, not just how it looked or how comfortably it rode. It remains an affordable and very 1980s way into Supra ownership, with values still sensible next to what came later. Find a clean P-Type with a manual and you have a stylish, honest period piece that asks little and pays back plenty of nostalgia.

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