The Nissan 180SX is a JDM hatchback produced from 1989 to 1998. The Nissan 180SX name comes from the 1.8 liter turbocharged CA18DET engine that originally powered the Japanese car. The 180SX is based on the Nissan S13 Silvia chassis and sold only as the 180SX in Japan. In Europe and South Africa the 180SX sold as the 200SX and in North America the 180SX sold as the 240SX Fastback.

The 180SX is different from the S13 Silvia because it has pop-up headlamps and a hatchback, know as a Fastback in North America. In 1993 the S13 Silvia was discontinued, but the 180SX was successful enough to continue production until the end of the S14 Silvia generation. Specs and equipment are similar but the naturally aspirated CA18DE engine was not an option, only the turbocharged CA18DET was available.

In Japan, the engine was upgraded to the 2.0 liter SR20DE engine and optional turbocharged SR20DET in 1991; meanwhile, the North American 240SX kept the KA24DE engine.A popular body modification to the 180SX is the Sileighty conversion. A Sileighty, also writen Sil80, is a Nissan 180SX with S13 Silvia headlights, front fenders, hood, and front bumper. The Sileighty style originated with street racers and drifters in Japan who did the conversion after a wreck because the S13 Silvia’s front panels and lights were lighter and cheaper than the 180SX replacement parts.

The 2007 D1 Street Legal Japan Champion Kazuya Matsukawa drives a Nissan 180SX. In the Japanese anime Initial D, Iketani’s friend and member of the Akina Speedstars Kenji drives a white 180SX. The 180SX is also featured in popular racing video games like Need For Speed and Gran Turismo 2.

Nissan Sileighty

Nissan SR20DET Engine

The Nissan SR20DET is a popular 4-cylinder JDM engine known for being the heart of the Nissan 180SX and Silvia. SR20DET engine swaps are popular in North America for 240SX owners.

Nissan SR20DET engine code explained:

SR – Engine Family
20 – 2.0 Liters Displacement
D – Dual Overhead Cam
E – Electronic Fuel Injection
T – Turbocharged

Nissan also produced a cheaper naturally aspirated (non-turbo) version of the SR engine called the SR20DE. The SR20DET engine replaced the CA18DET that originally powered the Silvia and 180SX. Different variants of the SR20DET engine have different color valve covers.

• Red Top SR20DET (1989-1994) S13 Silvia, 180SX, Pulsar, Bluebird
• Black Top SR20DET (1994-1998) S13 Silvia, 180SX
• Black Top SR20DET (1994-2002) S14 Silvia, S15 Silvia
• Silver Top SR20DET (1995-2001) Avenir

The SR20DET engine was first used in 1989 in the U12 Nissan Bluebird 2000SSS Attesa. From 1990 to 1994 the SR20DET was used in the Nissan Pulsar GTi-R (N14) but with a larger Garret T28 turbocharger. In both cars the engine is mounted in an East/West fashion but in the Silvia and 180SX the SR engine is mounted North/South.

Then the SR20DET engine was used in the Nissan Avenir in 1995, the Nissan R’nessa in 1997, and the Nissan Liberty in 1999. The S14 and S15 Silvia use a larger Garrett T28 turbocharger. The S15 Nissan Silvia Spec R trim level SR20DET uses a T28 Garret turbocharger with a dual ball-bearing center cartridge compared to the ceramic center cartridge present in the S14 Silvia. The Nissan Silvia was the longest running model to use the SR20DET engine.

Nissan Skyline R32 GT-R

After canceling the Skyline GT-R in 1973, Nissan revived the GT-R name in 1989. Nismo, or Nissan Motorsport International, originally designed the new R32 GT-R Skyline to have a 2350 cc straight six turbocharged engine, and produce 600 horsepower using a RWD drivetrain. Under Group A regulations, a turbocharged engine must multiply its engine displacement by 1.7, putting the new Skyline in the 4000 cc class, and requiring the use of 10 inch wide tires. Knowing that the new Skyline would be required to use 10 inch wide tires, Nissan made the decision to make the GT-R all wheel drive.

Nismo developed a special motorsport-oriented AWD system for the R32 Skyline called the ATTESA E-TS Pro. Although this assisted with traction, it made the car 100 kg heavier compared to other cars in the 4000 cc class. At that point, Nismo made the decision to increase the displacement to 2600 cc, and put the car in the 4500 cc class, where the car’s weight would be closer to competing cars. The new 4500 cc class also allowed for 11 inch wide tires.

This new 2.6L all wheel drive concept Skyline, designed by Nismo, was put into production by Nissan as the R32 Nissan Skyline GT-R. Due to strict Group A homologation rules, Nissan was required to also sell a series of the Skyline GT-R which more accurately reflected the car they use in Group A racing. This series was called the Skyline GT-R “Nismo” edition.

The Skyline GT-R “Nismo,” introduced in February 22, 1990, has a total production of 560 units as required for the “Evolution” models regulation (over 500). Its purpose is to homologate a number of aerodynamic changes used in Group A racing. Changes include additional ducts in the front bumper to improve airflow to the intercooler, a bonnet lip spoiler to direct more air into the engine bay, and an additional boot lip spoiler to provide more downforce. The ‘Nismo’ GT-R was only available in Gunmetal Grey.

The Skyline GT-R ‘N1′ model, introduced on July 19, 1991, has a total production of only 228 units. Its introduction is for the homologation in Japanese N1 racing. The most notable change is in the engine, which is upgraded to the R32-N1 specification, including: more reliable ball-bearing turbo-chargers, higher capacity water and oil pumps, and a thicker block to aid endurance in N1 racing, which includes 24-hour events. The car is also lightened, by removing the ABS, air conditioning, sound system, rear wiper, trunk carpet, and uses light-weight headlights. No color options were available; all ‘N1′ cars were painted with a thin layer of Crystal White paint.

To celebrate the success of the GT-R in both Group N and Group A racing, Nissan introduced the Skyline GT-R V-Spec, or “Victory Specification,” car on February 3, 1993. The V-Spec added big Brembo brakes and a retuned ATTESA-ETS AWD system to the Nismo and N1 packages, as well as 17″ BBS wheels with 235/45/17 tires. The V-Spec has a list price of ¥ 5.260 million Yen or $43,213 USD.

Finally on February 14, 1994 the Skyline GT-R V-Spec II was released, the only change to the V-Spec was wider 245/45/17 tires. Total production of the V-Spec I and II is 1,453 and 1,303 units respectively. The N1 GT-R is now based on the V-Spec II.

Total production of the R32 Skyline GT-R was 43,394 units, with production starting on May 22, 1989.

Nissan Skyline R33 GT-R

The Toyota Corolla AE86 is a classic drift car suited to rally and drifting motorsports due to these attributes: Rear wheel drive limited slip differential configuration, low vehicle weight, good balance, a 5-speed manual gearbox, ventilated disc brakes, MacPherson strut style independent suspension in front and a four-link live axle with coil springs for the rear, stabilizer bars (sway bars) at both ends, and a relatively powerful and easy to tune 4-cylinder engine.

In Japan, these qualities made the AE86 popular with Japanese street racers named “Hashiriya,” who raced the AE86 in mountain passes, named “touges,” where the tight corners suited the AE86. Many car enthusiasts refer to the AE86 by its Japanese name “Hachi-Roku,” which translated literally means “eight-six.”

Japanese racing legend Keiichi “Drift King” Tsuchiya helped popularize the sport of drifting while driving the AE86. The AE86 continues to have a large fan base because the classic relatively inexpensive drift car is capable of competing against much newer, more expensive, and powerful sports cars like the Nissan Skyline and Silvia in D1 Grand Prix and Formula D drifting events.

There were two versions of the AE86 and two body styles. The versions are commonly known by their Japanese names “Zenki” (early model) and “Kouki” (later model). The Zenki was produced from 1983 until 1985 and the Kouki was produced from 1986 to 1987. The chassis remained the same throughout production with the only changes being aesthetic and minor strengthening of the transmission. The two body styles available are the coupe and hatchback. The coupe is generally thought of as being the stronger of the two and is slightly lighter and therefore is usually chosen for racing purposes.In Japan and Europe, the AE86 was available with a fuel-injected 4-cylinder twin-cam 1587cc 4A-GEU engine which was also used in the first-generation Toyota MR2 (AW11). The 4A-GEU engine had a power output of 130 PS (97 kW) and 103 ft·lbf (140 Nm) of torque standard from the Toyota factory.

In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft·lbf (136 Nm) of torque.

The 4A-GE engines were equipped with T-VIS or Toyota Variable Induction System that improves the low-end torque of high-performance, small displacement four-stroke engines by changing the geometry of the intake manifold according to the engine rotation speed.

Models equipped with the 4A-GE engine received a 6.7″ rear differential, while other models equipped with the 4A-C engine received a smaller, weaker, 6.38″ rear differential. The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (4A-GE engine) only came with a standard 5-speed manual gearbox.

In Japan, the DOHC 4A-GEU AE86 was offered in GT-APEX or GTV trims as the Corolla Levin or Sprinter Trueno, with SOHC 3A-U AE85 version sold in a variety of trims including SR and GT.

In North America, the top-spec DOHC 4A-GEC AE86 was sold as the Corolla GT-S and the lower-spec SOHC 4A-C AE86 was sold as the Corolla SR5, both versions sold with pop-up headlights only. Lower-spec American AE86 SR5 models used a smaller 4A-C SOHC engine, did not have optional LSD, and had rear drum brakes instead of disks.Euro spec models were sold as the Corolla GT with DOHC engines and fixed Levin-style headlights. The Middle East received the same basic model as the North American market, with pop-up headlights and the regulated 5 mph (8 km/h) bumpers.

Toyota Corolla Levin GT APEX AE86 – Fixed Headlights

Toyota Corolla Trueno AE86 – Pop-up Headlights

Both the Levin and Trueno AE86 variants were offered with either a 2-door coupe or 3-door liftback, or hatchback, body style. Both the Levin and Trueno were generally identical, apart from fixed, rectangular headlights on the Levin and pop-up headlights on the Trueno. Minor bodywork changes were made in 1986 which resulted in different tail lights for both Levin and Trueno models, along with the coupe and hatchback styles.

The AE86 is frequently seen in Japanese manga and anime including Initial D, éX-Driver, Tenjou Tenge, Over Rev, Azumanga Daioh, Dear Boys, School Rumble, Capeta, Transformers: Energon, Jigoku Shojo, Jigoku Shoujo Futakomori, and [adult swim] hit FLCL. Manga appearances include Beck and Shuichi Shigeno’s earlier work Tunnel Nuketara Sky Blue.

Racing video games like: Namco’s The Fast and the Furious (PS2), Microsoft’s Forza Motorsport franchise, Electronic Arts’s Need for Speed franchise, and Sega’s Initial D Arcade Stage all feature the AE86 as a playable car.

More than 20 years after its production, the Toyota Corolla AE86 continues to play a roll in drifting and street racing. In modern day drifting, the AE86 is a classic under dog that continues to compete among drifting’s elite race cars. It is pretty impressive to see an AE86 hang with a Skyline during tsuiso battle.

History of the Toyota Supra

Toyota Celica Supra Mark I (1979-1981)

The first generation Toyota Supra was largely based upon the Toyota Celica hatchback. The doors and rear section stayed the same length as the Celica, but rear panels were longer by 5.1 inches (129.5 mm). The most notable change was the swap to an inline-6 engine instead of the stock Celica’s 4-cylinder engine. Toyota’s original plan for the Supra was to make it a competitor to the popular Datsun, now Nissan, Z-car.

In Japan, Toyota began production of the Mark I Supra in 1978. In 1979, the Toyota Supra entered the North American automotive market. The US Supra Mark I came equipped with a 110 hp (82 kW) 2.6 L (2563 cc) 12-valve inline-6 4M-E engine. In Japan, the Supra Mark I (chassis code MA45) had a slightly modified 110 hp (82 kW) 2.0 L 12-valve inline-6 M-EU engine. Both Toyota engines were the first ever equipped with electronic fuel injection.

Drivetrain options for the Mark I were either a 5-speed manual or an optional 4-speed automatic transmission. The drivetrain for the Supra retained the T series solid rear axle configuration of the Celica in the Japanese MA45 version and a larger F series and optional Limited Slip Differential in the MA46 and MA47. The Supra also came standard with 4-wheel disc brakes and a four-link rear suspension with coil springs, lateral track bar, and stabilizer/sway bar. The front suspension consisted of MacPherson struts and a sway bar.

On the inside, the Supra had an option of power windows and locks as part of the convenience package. This package also included cruise control and special door trim with door pull straps and an optional sunroof. Standard features, include an extendable map light and a flip top armrest in the center console. Some other features were tilt steering wheel, deep zippered pockets on the backs of the front seats, and tonneau cover under the hatchback. The dashboard had a AM/FM/MPX 4-speaker stereo radio, analog clock, and tachometer as part of the instrument panel.

In 1980, the Japanese Mark I, also branded with the MA46 chassis code, was offered with a 145 hp (108 kW) 2.0 L (1988 cc) 12-valve turbocharged inline-6 M-TEU engine. The engine was equipped with a Garrett T03 Turbo, but was not intercooled. The M-TEU engine was the first Toyota engine to utilize a turbocharger.

Most of the changes for the 1980 US Supra were mostly cosmetic. The interior received a redesigned center console and a digital quartz clock. The exterior had redesigned side view mirrors and now standard 14×5.5 aluminum rims (optional in 1979). Body molded mudflaps with the word “Celica” painted in white lettering were also available. On the copper metallic and white Supras, the mudflaps were painted the body color while the mudflaps were left black on all other colors. There was also an optional of leather-trimmed seas and automatic climate-control.

In 1981, the Supra received an upgrade in displacement with the 2.8 L (2759 cc) 5M-E engine. The new 2.8L engine makes 116 hp (87 kW) and 145 ft·lbf (197 N·m) of torque. The cars automatic transmission was changed to the revised Toyota A43D and gained a revised final drive gearing. Because of the change in engine and transmission, a new chassis code of MA47 was made. The final year MK I Supra achieved a 0-60 MPH time of 10.24 seconds and finished the 1/4 mile in 17.5 seconds at 77.7 MPH.

Also in 1981, a new Sports Performance Package became an option, which included sport suspension, raised white letter tires, and front and rear spoilers. This also marked the last year that the 8-track cartridge was offered in any Supra.

Engine

• 2.0 L (1988 cc) M-EU I6
• 2.0 L (1988 cc) M-TEU I6
• 2.6 L (2563 cc) 4M-E I6
• 2.8 L (2759 cc) 5M-E I6

Transmission

• 5-speed W50 manual
• 4-speed A40D automatic
• 4-speed A43D automatic

Chassis

• Platform MA4x
• Wheelbase 103.5 in (2628.9 mm)
• Length 181.7 in (4615.2 mm)
• Width 65.0 in (1651.0 mm)
• Height 50.8 in (1290.3 mm)
• Curb weight ~2800 lb (1270.1 kg)

Fuel capacity 16.1 U.S. GAL (60.4 L)

Toyota Celica Supra Mark II (1982-1986)

In 1982, Toyota completely redesigned the Celica Supra as well as the entire Celica lineup. In Japan, they were known as Celica XX, but everywhere else the Celica Supra name stuck. Still based around the Celica platform, there were several key differences most notably in the design of the front end and fully retractable pop-up headlights,  inline-6 engine, and increased overall length and wheel base designed to match the larger engine.

P-type and L-type

In the North American market, the Celica Supra was available in two distinct models. The Performance Type (P-type) and the Luxury Type (L-type). While being mechanically identical, they had different available options like tire size, wheel size, and body trim.

The P-type had fiberglass fender flares over the wheel wells, while the L-type did not. The P-type was also standard with the more sporty 8-way adjustable seats. The P-type did not get the option of leather seats until 1983. All editions of the P-Type had the same 14×7 aluminum alloy rims and throughout the years the L-Type had 14″x5.5″ rims until 1985 when they were changed to a P-type style 15×6. The L-type also had the option of a digital dash with trip computer, whereas the P-Type was only offered with an analog dash and digital clock. The digital dash featured a digital tachometer, digital speedometer, and electronic fuel level and coolant level gauges. The trip computer could calculate and display various things such as fuel economy in miles-per-gallon, estimated time of arrival (ETA), and distance remaining to destination. Excluding the 1982 model, all P-types were available with headlight washers as an option, but the L-types were never fitted with such an option. Although gear ratios changed throughout the years all P-types came standard with a limited slip differential (LSD).

In the 1982 North American market, the Celica Supra’s engine was the 2.8 L (2759 cc) 12-valve (2 valves per cylinder) DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 ft·lbf (210 N·m) of torque. The engine utilized an 8.8:1 compression ratio to achieve the power and featured a vacuum advanced distributor. When the car debuted it clocked a 0-60 time of 9.8 seconds and netted a 17.2 second 1/4 at 80 MPH.

The standard transmission for this year was the W58 5-speed manual with the A43DL 4-speed automatic transmission being an option for L-types. Both transmissions featured an overdrive gear and the automatic featured a locking torque converter. The top gear in the 5-speed was its overdrive whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph. The 1982 models’ rear differential featured a 3.72:1 ratio. The Celica Supra’s 4-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. As for the rear, it had semi-trailing arm suspension with coil springs and a stabilizer bar. Braking on the Celica Supra was handled by 4-wheel disc brakes.

On the inside this generation had standard power windows, power door locks, and power mirrors as well as a tilt steering wheel. The power door lock was located in the center console next to the power mirror control. The analog dash of this year only went to 85 mph in North America. The optional automatic climate control on the MK I was renovated and was now seen as a standard feature on the MK II. Cruise control was standard in this generation. Toyota also included the retractable maplight as standard, just like with MK I Supras. Some options included the addition of a sunroof, two-tone paint schemes, and 5-speaker AM/FM/MPX tuner with cassette. The optional cassette stereo featured a 105-watt power amplifier and a 7-channel graphic equalizer to control tone. The standard stereo was a 5-channel AM/FM/MPX tuner. Leather was an option on L-Types this year, but P-types were stuck with standard striped cloth.

As far as the outside goes there was no external antenna it was simply located in the front windshield. There was a key lock on the gas tank door and the hatch and bumpers were black no matter what color the rest of the car was. The P-types were available with an optional rear sunshade above the hatch glass. The lights in the rear featured a reverse light in the center and the door handles opened the doors by pulling sideways. The front nose badge and B-pillar only read “SUPRA”. Although it is believed mudflaps weren’t introduced on this generation until 1983, all L-types had front and rear mudflaps.

For the 1983 models not much was altered, but there was an increase in power output to: 150 hp (112 kW) and 159 ft·lbf (216 N·m) of torque from the same 5M-GE. The only real change in the engine area was the switch to an electronic advanced distributor, yet that did not increase power. Toyota switched to a 4.10:1 rear gear ratio for the P-Type and a 3.73:1 for the L-Type. As for the optional automatic transmission they switched out the A43DL 4-speed for a newly designed A43DE 4-speed. It featured an electronic controller that would adjust its shift pattern for a balance between performance and economy. It was the first in the industry to provide an “Electronically Controlled Transmission” (ECT). This allowed the driver to choose either the “Power” driving mode or “Normal” driving mode at the touch of the button. The “Power” mode provided the quickest acceleration and the “Normal” mode provided the best all-around performance.

On the inside of the car there were virtually no changes, but on the outside they decided to switch to a power antenna and it was the first year both the P-Type and L-Type had standard mudflaps. The B-pillar and nose badge were changed to say “Celica Supra” now and only L-Types were available in two-tone color schemes.

In 1984, Toyota changed quite a bit on the Supra. Power output was increased on the 5-speed models with a bump up to 160 hp (119 kW) and 163 ft·lbf (221 N·m) of torque. The increase was achieved by a mixture of a redesigned intake manifold with “D”-shaped intake runners and an increase in compression ratio to: 9.2:1

Other changes would be a redesigned, more “integrated” sunshade and spoiler on the rear hatch. The rear spoiler was changed from a one piece to a two piece spoiler. Oddly the L-types of this year were not available with a leather interior, but P-types were. Toyota added a standard factory theft deterrent system and the outside mirrors were equipped with a defogger that activated with the rear defroster. All Supras this year received automatic-off lights that also encompassed an automatic illuminated entry and fade-out system.

While 1985 was to be the last year of the second generation model, delays in production of the third generation model led to a surplus of second generation Supras. During the first half of 1986 the 1985 MK II P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brake light on the hatch. These were all labeled officially as 1986 models. P-types were the only model available in 1986.

MK IIs around the world

The second generation Supra came in a variety of options around the world as well as only being offered during select years.

Europe – Sold from 1982-1986.

1. 82-83: 2.8 L (2759 cc) DOHC 5M-GE 174 hp (130 kW) and 207 ft·lbf (287 N·m) of torque. Analog dash, no fender flares.
2. 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Great Britain – Sold from 1982-1986.

1. 82-83: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Analog dash, no fender flares.
2. 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Australia, Sweden, & Switzerland – Sold from 1984-1986.

1. 2.8 L (2759 cc) SOHC 5M-E 116 hp (87 kW) and 145 ft·lbf (197 N·m) of torque.

In Australia, the Toyota Supra manufactured between 1982-1990, was assessed in the Used Car Safety Ratings 2006 as providing “worse than average” protection for its occupants in the event of a crash.

The 1984 Supra in Australia had a digital dash, fender flares, 82-83 style lights, one single piece spoiler and no sunroof.

New Zealand – Sold from 1984-1985

1. 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

Engine

• 2.0 L (1988 cc) M-TEU I6
• 2.0 L (1988 cc) M-TE I6
• 2.0 L (1988 cc) 1G-EU I6
• 2.0 L (1988 cc) 1G-GEU I6
• 2.8 L (2759 cc) 5M-E I6
• 2.8 L (2759 cc) 5M-GE I6

Transmission

• 5-speed W58 manual
• 4-speed A43DL automatic
• 4-speed A43DE automatic

Chassis

• Platform MA6x, GA6x
• Wheelbase 102.9 in (2613.7 mm)
• Length 183.5 in (4660.9 mm)
• Width 67.7 in (1719.6 mm)
• Height 52.0 in (1320.8 mm)
• Curb weight ~3000 lb (1360.8 kg)

Fuel capacity 16.1 U.S. GAL (60.4 L)

Toyota Supra Mark III (1986 1/2-1992)

In the middle of 1986, Toyota was ready to release its next version of the Supra. The official model year is designated as 1986.5. The bonds between the Celica and the Supra were now severed. The Celica changed to front wheel drive, while the Supra kept its rear wheel drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 L straight 6. Although only available in naturally aspirated trim in 1986.5, a second version of the engine was introduced in 1987 which featured a turbocharger.

The new Mark III Supra engine was now Toyota’s flagship engine. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota’s first distributor-less engine offered in the U.S. and was rated at 232 hp (173 kW) at 5600 RPM while the naturally-aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 RPM.

The naturally aspirated came standard with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission.

During the year of 1989, the car received new tail lights, new front bumper, badging and side trim among other features. Modifications to the wastegate and engine management netted another 2 hp on the turbo model. For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16×7 aluminum alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels.

The A70 Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 hp (209 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and with a 2.0 L 210 hp (157 kW) twin-turbo 1G-GTE. A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had black/grey Recaro seats.

The third-generation Supra represented a great deal of new technology. In 1986, Supras were already equipped with 4-channel ABS and TEMS (Toyota Electronically Modulated Suspension) which gave the driver 2 settings which affected the damper rates. All models were fitted with double wishbone suspensions front and rear. A targa top was offered along with a metal power sliding sunroof (added in 1991).

The 7M-GTE MA70 is capable of propelling itself 0-60 mph in 6.2 seconds with 6.8 psi of boost. It reached the 1/4 mile in 14.7 seconds at a speed of 95 mph. Its top speed is 149 mph.

Toyota Supra Turbo-A

In 1988 the Turbo-A model was introduced. It was a special design aimed at winning the Group-A touring car championships around the world. There were only 500 Turbo-As ever made. The Turbo-A was a special 7M-GTE with 267 PS (263 hp/196 kW), making it the fastest Japanese road car until the Nissan Skyline R32-GTR was introduced. The Turbo-A model was only produced in black, featured a grey leather interior, a larger intercooler, and used speed/density (MAP + IAT sensor) air metering. In addition, it was a hardtop model and featured a larger compressor wheel on the CT-26 turbocharger and throttle body.

Engine

• 2.0 L (1988 cc) 1G-GTE I6
• 2.5 L (2491 cc) 1JZ-GTE I6
• 3.0 L (2954 cc) 7M-GE I6
• 3.0 L (2954 cc) 7M-GTE I6

Transmission

• 5-speed W58 manual
• 5-speed R154 manual
• 4-Speed A340E automatic

Chassis

• Platform MA7x, GA7x, JZA7x
• Wheelbase 102.2 in (2595.9 mm)
• Length 182.3 in (4630.4 mm)
• Width 68.7 in (1744.9 mm)
• Height 51.2 in (1300.5 mm)
• Curb weight ~3500 lb (1587.6 kg)

Fuel capacity 18.5 U.S. GAL (70.0 L)

Toyota Supra Mark IV (1993-2002)

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling partly based on the Ferrari F40 and featured two new engines: naturally aspirated 2JZ-GE 220 hp (164 kW) and 210 ft·lbf (285 N·m) of torque and a twin turbocharged 2JZ-GTE making 276 bhp (239 kW), 260 ft·lbf (427 N·m) of torque. The Turbo was actually quoted to have 320 bhp, as the cars in the Japan market can only declare up to 276. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph. The turbo version was tested to reach over 289 kph (180 mph) all-stock, but the cars are restricted to just 180 kph in Japan and 250 elsewhere. European versions had an air intake on the bonnet.

The MKIV Supra’s twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 4000 rpm, the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. Approaching 4500 rpm, the second turbo’s output is added to the intake air, and both turbos operate in parallel. Most cars which are advertised as “twin turbo” operate by having the two equally sized turbos constantly running in parallel; the turbos spool up at the same time. The sequential mode provides greater low-end response at the expense of increased complexity and cost.

For this generation, the Supra received a new 6-speed Getrag gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual. Both models were offered with a 4-speed automatic with a ‘manumatic’ mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminum alloy wheels and a “donut” spare tire on a steel wheel. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which doesn’t exist on the normally aspirated model.

Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminum was used for the hood, targa top (if equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included dished out head bolts, hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a large single exhaust tip. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200 lbs lighter than its predecessor.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa top was made standard on all turbo models. For 1997, the manual transmission is back for the optional engine along with a redesign of the tail lights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges that said, “Limited Edition 15th Anniversary.” For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by 5 hp and 10 ft·lb of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.

The stock MKIV Supra chassis has also proven an effective platform for road racing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The major deficiencies with this platform for road racing include heat management and weight due to the 2JZ iron block. The Supra is one of the heaviest 2-door Japanese sports cars, however still slightly lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country.

Due to the strength of the stock engine the 2JZ series have remained popular import platforms for modification. Stock engine hardware have withstood power levels in excess of 3 times the original power ratings. In drag racing, the Supra and similarly powered 2JZ cars have run competitively against domestics vehicles with up to three times the engine displacement.

Sales to Canada were stopped in 1995 and US imports ceased in 1998. Production continued in Japan until August 2002.

Engine

• 3.0 L (2997 cc) 2JZ-GE I6
• 3.0 L (2997 cc) 2JZ-GTE I6

Transmission

• 5-speed W58 manual
• 6-speed V16x manual
• 4-Speed A341E automatic

Chassis

• Platform JZA8x
• Wheelbase 100.4 in (2550.2 mm)
• Length 177.7 in (4513.6 mm)
• Width 71.3 in (1811.0 mm)
• Height 50.2 in (1275.1 mm)
• Curb weight
  • non-turbo: 3210 lb (1460 kg)
  • turbo: 3478 lb (1580.9 kg)

Fuel capacity 18.5 U.S. GAL (70.0 L)

Assembly Motomachi, Japan.

Toyota Soarer

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