Only of these babies were ever made, and they were all on the Japanese market. Designed specifically to partake in touring car championships, this car holds an impressive horsepower, more than any other Supra that existed before it. T his vehicle is highly coveted for its racing power , and its price tag will definitely match its rarity. Owners have loved its style, acceleration, and reaction time. With the 89 Supra, we see some cosmetic changes.
Specifically, the headlights, bumper, and side trims are redesigned. On the interior, the largest improvement by far is the seats. In the years before, drivers often complained of small , uncomfortable seats, but the problem was mitigated with this beauty. The car still maintains horsepower. Overall, owners have said that the 89 Supra is a perfect commuter car, yet still retained the style and power that is so coveted in this model series. Sadly, the downside of rust still persists in this generation.
However, with proper maintenance and care, the issue can easily be avoided. Consumers in received a huge but pleasant surprise when the Supra was completely redesigned! Skip 16 photos in the image carousel and continue reading. Turn on Javascript to see all the available pictures. Good stuff Looks good, drives well, practicality. Bad stuff The carry-overs from BMW are considerable, placid demeanour. Overview What is it? Advertisement - Page continues below. So, time to see what it's all like Next: Driving.
Variants we have tested. Powered by. Subscribe to the Top Gear Newsletter Thank you for subscribing to our newsletter.
The iconic Toyota Supra nameplate is back as the GR Supra, which regains the model's reputation for being a sexy sports car that can sometimes be more than a handful. For , the GR Supra's turbo 3. Let's take a look. The GR Supra 2. The smaller turbocharged 2. As we've found , however, the new 2. Additional standard fare on the GR Supra 2.
It also comes standard with black Alcantara and leather-trimmed sport seats, an 8. It finishes the 0-to runoff in 5. But it hauls all the way to mph, and could go higher without the electronic cutoff.
Emergency tops from 70 require feet, within a foot of last place. In roadholding, Nissan ties Chevy for last at 0. Like the Porsche and the Toyota, the 's tires come in different sizes for front and rear, which is not heartening for long drives to nowhere place where there won't be any replacement tires.
Despite the similar figures generated by the Chevy and the Nissan in traction tests, the Vette comes across as unsettled on its suspension, while the Nissan has become closer to unflappable. The Nissan's log revealed mostly agreement: "The Queen Mum of these cars, aging gracefully. Only the spongy brake pedal bothers me. LOWS: No tilt wheel, too tough to see traffic officers out of low back window. The ZX is just much more willing to do your bidding.
It feels better coordinated than I remember. The brakes in particular feel more effective. There was a moment's apprehension and the car went maybe four inches off line, but neither end stepped out. And the ZX ha more character than the Supra. Having to use second gear instead of a too-high third means a lot of torque goes down in tight, full-throttle exit.
Which brings the rear slithering out. There's plenty of time to let off a bit and gather it up, but the Nissan just doesn't have that running-in-a-lot feel that the Supra has. Somewhere along the way, a nucleus of such feeling took hold with enough of us to barely displace Nissan's wonderful ZX Turbo from the top slot to second. Often in sports and sometimes in the art and humanities we speak of a "natural.
A Mickey Mantle. An Andrew Wyeth. A Helen Keller. A Martin Luther King Jr. Those who, when they come to play, to create, to perform great works, whether out of fun or necessity or conscience, are somehow absorbed by that great thing and become as much a part of it as it is of them. The new Toyota Supra Turbo is surely a natural. This special car almost does it all. If it could carry the Mormon Tabernacle Choir in the dimple-size back seats, take stud horses to see their dates, and cross the Great Salt Lake without water wings or corrosive damage, all of Utah would have been at our feet.
And there's no cupholder. But the handling behavior is nicely sensitive to throttle changes even at a merely brisk pace. Confidence level exceptional. The steering is nicely alive and the car turns in beautifully. The brakes are magnificent—I've never tried better. The engine is real strong but there's more turbo whistle than exhaust snarl. Still, the thing pulls like a train, and it is extraordinarily composed. Shift throws are short and the action is light if somewhat mechanical. The interior is clever, though fairly stark, and looks and feels roomy.
An everyday practical, usable car—a coupe with room for two adults and devil take the hindmost. So it's a two-plus-two that's quite comfortable for the front two unless either is much over six feet.
Room for a surprisingly large amount of soft luggage. Surprisingly little room for much hard luggage. A body structure that remained distinctly solid both during and after the duress of hard driving, even on very bad roads. A rocket car whose drivability remained virtually flawless after miles of every imaginable type of driving.
There was an occasional flat spot in the boost, but it might have been caused by one loose connection among the many in the twin-turbo system's plumbing. All the numbers are impressive: 0 to 60 mph in 5. The quarter-mile in Top speed of mph governor limited.
Braking from 70 mph in feet. And roadholding of 0. Plus, a huge margin of victory in lap times at Willow Springs. The prototype we tested in March demonstrated even more straight-line speed, but we put our faith in these production-car numbers. The twin-turbo setup, on the other hand, operates sequentially so that the smaller turbo hits full boost somewhere around rpm, and at rpm the big mutha clobbers your body like a bungee jump gone wrong.
Fair warning: Take care with the throttle if you've switched off the traction control. Imprudent pressure from your right foot in a hard corner will kick the tail out in a hurry. This hulking device is not to be taken lightly, even if you've spent a quarter-century of adulthood testing fast cars and belting around racetracks and outback.
The Supra's excellent instruments, set among a somewhat industrial-looking but efficiently organized dash layout, are highlighted by a huge tach centered behind the handy four-spoke steering wheel. If the Mazda's interior fits like a custom-made glove, the Toyota fits more like a very good mitten. Seeing through that wing towering in the rear-view mirror is actually a snap. There's much better visibility out the back than in the ZX, which has only a low lip at the base of the rear window but an extremely low roofline back there, creating a major blind spot that hides anything lurking beyond middle distance.
0コメント