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Toyota GR Supra Final Edition (US) review: adios, A90

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Toyota GR Supra Final Edition (US) review: adios, A90 | Top Gear

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Toyota’s sending the Supra to the undying lands, but not without a proper send-off

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Toyota GR Supra Final Edition (US) review: adios, A90

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The final Supra, huh?So long, Supra. Adios, A90. Though it’s been around for only six years, it feels like the Toyota GR Supra’s been kicking around for much longer than that. Way back in the early aughts, talk of a successor to the dormant Supra nameplate was in the air, followed by a number of concept vehicles that eventually took the form of what would be the GR Supra.

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Toyota GR Supra Final Edition (US) review: adios, A90

# data.attributes.metatag[].attributes.content
Toyota’s sending the Supra to the undying lands, but not without a proper send-off

# data.attributes.metatag[].attributes.content
Toyota GR Supra Final Edition (US) review: adios, A90

# data.attributes.metatag[].attributes.content
Toyota’s sending the Supra to the undying lands, but not without a proper send-off

# data.attributes.metatag[].attributes.content.description[]
Toyota’s sending the Supra to the undying lands

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A90. Though it’s been around for only six years

# data.attributes.metatag[].attributes.content.reviewBody[]
it feels like the Toyota GR Supra’s been kicking around for much longer than that. Way back in the early aughts

# data.attributes.metatag[].attributes.content.reviewBody[]
talk of a successor to the dormant Supra nameplate was in the air

# data.attributes.metatag[].attributes.content.reviewBody[]
followed by a number of concept vehicles that eventually took the form of what would be the GR Supra.We remember when the FT-1 concept was pulled out of the display box it was stuck in for its 2014 Detroit Auto Show debut. It was a hit

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we all said “please make this” and Toyota did

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for the most part.The production GR Supra retained the concept’s shapely curves and distinct fascia throughout what would be its short lifespan

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the drift car of choice for those who race sideways and a generation’s proverbial poster car. With its run coming to an end

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Toyota is seeing it off with a ‘Final Edition’ as a thank you to the community that has embraced it.Oh wow

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the A90 Final Edition with almost 100hp extra?Nope! That one’s exclusive to Europe and Japan. The Final Edition we’re getting is more like the first ‘final draft’ of a project before you go back and make several additional changes. It would have been nice to have the ‘final final’ version

# data.attributes.metatag[].attributes.content.reviewBody[]
and knowing that’s not the one we’re getting does sour the milk a bit.Drag. Any real upgrades with this one

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then?In the spirit of kaizen or incremental improvements

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this version of the GR Supra Final Edition tightens up key areas to refine the standard Supra experience. Under the hood is the same turbocharged 3.0-liter inline six that the GR Supra’s been rocking for a while

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producing 382hp and 368lb ft. Power is channeled to the rear axle by way of an eight-speed automatic gearbox or a six-speed manual that will rev match for you on downshifts

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the automatic GR Supra claims a 0 to 60 time of 3.9 seconds while the manual can muster 4.2s at best.Mechanically

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the Final Edition is fitted with a set of Brembo brake discs larger than the standard gear

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tweaked camber angles on all the wheels and a number of minute upgrades throughout. On the outside

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front wheel arch flaps and raised front tire spats deliver on the aerodynamic front

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improving control while adding to the now-aging aesthetic.To help these long-in-the tooth looks

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the Final Edition offers a Supra GT4-style pack inspired by the GR Supra GT4 EVO2

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the raciest of all modern Supras. This includes matte colors

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the white ‘burnout’ and black ‘undercover’ graphics packs (the latter pictured below)

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red mirror caps and other various add-ons.                                                      {"component":"InlineGallery"

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"alt":null}}]}}  Does the Final Edition feel different?A little bit. Kaizen

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remember? It would take a keen eye to spot the exterior tweaks and the same goes for the handling. Even driving a current model back-to-back with the Final Edition shows the differences to be far from night and day. Perhaps with a pro race driver’s sensitivity

# data.attributes.metatag[].attributes.content.reviewBody[]
these minuscule adjustments add up to something palpable

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but to the layperson it's tricky to distinguish improvements from the outset.What doing so does affirm

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is how at home either version feels on the racetrack.How does it perform there?It’s far more composed than you might think or indeed remember it being outside of a closed circuit. Automakers have rarely been shy about stating how its car du jour was ‘made for the track’ and few tend to back this up in a substantial way

# data.attributes.metatag[].attributes.content.reviewBody[]
but the GR Supra is one such car that can. For one thing

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it’s actually kind of awkward.How so?To start

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the look of it is divisive – to be kind. While it’s close to the FT-1 concept

# data.attributes.metatag[].attributes.content.reviewBody[]
it’s less dynamic for the sake of fitting into the real world. That cleft roof isn’t doing it many favors

# data.attributes.metatag[].attributes.content.reviewBody[]
either. The cabin is a tight squeeze and claustrophobic

# data.attributes.metatag[].attributes.content.reviewBody[]
not helped by the very limited outward visibility. At low speeds

# data.attributes.metatag[].attributes.content.reviewBody[]
the GR Supra doesn’t feel all that comfortable or indeed confident

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only really coming out of its shell when it's allowed to open up on highways.At the track

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the GR Supra in its element. Its 382hp is perhaps modest in comparison to the outputs of modern performers

# data.attributes.metatag[].attributes.content.reviewBody[]
and the GR Supra is very generous with its torque band. Drivers are rarely left wanting for power

# data.attributes.metatag[].attributes.content.reviewBody[]
even dashing up inclines like the ones which feature prominently at California’s Sonoma Raceway.This helps keep the focus on driving rather than gearbox fiddling

# data.attributes.metatag[].attributes.content.reviewBody[]
with the auto rev-matched downshifts in the manual being particularly useful in that regard. The manual

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isn’t the smoothest – your title is secure

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Honda Civic Type R - but its short throws and hefty clutch are welcome. We’d like it if it slotted into place with more confidence

# data.attributes.metatag[].attributes.content.reviewBody[]
it’s probably the most intimidating due to its heft and power

# data.attributes.metatag[].attributes.content.reviewBody[]
but it’s more charitable than it seems. Egregious mistakes will be costly though the Supra throws up several signals before that happens. Shod in up-to-temp Michelin Pilot Super Sport tires and the back of the GR Supra is as sticky as it needs to be

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particularly if you’re navigating a course as technical as Sonoma.What’s the final takeaway for the final GR Supra?Like any sports car worth its salt

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we’re sad to see it go but happy to have had it. Time will tell if it has lived up to the expectations held by those who carry a torch for the old ones… or satisfied the JDM-inspired fantasies of younger drivers. From our perspective

# data.attributes.metatag[].attributes.content.reviewBody[]
the Supra came and did what it was meant to do – remind people that Toyota makes more than just SUVs and has a storied history in motorsport that continues to this day. If it really must go

# data.attributes.metatag[].attributes.content.reviewBody[]
the Final Edition is sending the Supra off in the best shape of its life (though that extra 94hp version sounds pretty tight

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our Final Edition is available until at least Spring of 2026

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when all Supra production ceases. It will cost you at least $68

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550 but you can still opt for the standard versions for much less. See ya

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The final Supra, huh?

So long, Supra. Adios, A90. Though it’s been around for only six years, it feels like the Toyota GR Supra’s been kicking around for much longer than that. Way back in the early aughts, talk of a successor to the dormant Supra nameplate was in the air, followed by a number of concept vehicles that eventually took the form of what would be the GR Supra.

We remember when the FT-1 concept was pulled out of the display box it was stuck in for its 2014 Detroit Auto Show debut. It was a hit, we all said “please make this” and Toyota did, for the most part.

The production GR Supra retained the concept’s shapely curves and distinct fascia throughout what would be its short lifespan, quickly becoming the darling of tuners, the drift car of choice for those who race sideways and a generation’s proverbial poster car. With its run coming to an end, Toyota is seeing it off with a ‘Final Edition’ as a thank you to the community that has embraced it.

Oh wow, the A90 Final Edition with almost 100hp extra?

Nope! That one’s exclusive to Europe and Japan. The Final Edition we’re getting is more like the first ‘final draft’ of a project before you go back and make several additional changes. It would have been nice to have the ‘final final’ version, though, and knowing that’s not the one we’re getting does sour the milk a bit.

Drag. Any real upgrades with this one, then?

In the spirit of kaizen or incremental improvements, this version of the GR Supra Final Edition tightens up key areas to refine the standard Supra experience. Under the hood is the same turbocharged 3.0-liter inline six that the GR Supra’s been rocking for a while, producing 382hp and 368lb ft. Power is channeled to the rear axle by way of an eight-speed automatic gearbox or a six-speed manual that will rev match for you on downshifts, if you so desire. All told, the automatic GR Supra claims a 0 to 60 time of 3.9 seconds while the manual can muster 4.2s at best.

Mechanically, the Final Edition is fitted with a set of Brembo brake discs larger than the standard gear, increased chassis rigidity, suspension mods, tweaked camber angles on all the wheels and a number of minute upgrades throughout. On the outside, a ducktail carbon fiber spoiler, front wheel arch flaps and raised front tire spats deliver on the aerodynamic front, improving control while adding to the now-aging aesthetic.

To help these long-in-the tooth looks, the Final Edition offers a Supra GT4-style pack inspired by the GR Supra GT4 EVO2, the raciest of all modern Supras. This includes matte colors, the white ‘burnout’ and black ‘undercover’ graphics packs (the latter pictured below), a carbon duckbill spoiler, red mirror caps and other various add-ons.

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Does the Final Edition feel different?

A little bit. Kaizen, remember? It would take a keen eye to spot the exterior tweaks and the same goes for the handling. Even driving a current model back-to-back with the Final Edition shows the differences to be far from night and day. Perhaps with a pro race driver’s sensitivity, these minuscule adjustments add up to something palpable, but to the layperson it's tricky to distinguish improvements from the outset.

What doing so does affirm, however, is how at home either version feels on the racetrack.

How does it perform there?

It’s far more composed than you might think or indeed remember it being outside of a closed circuit. Automakers have rarely been shy about stating how its car du jour was ‘made for the track’ and few tend to back this up in a substantial way, but the GR Supra is one such car that can. For one thing, out on the road, it’s actually kind of awkward.

How so?

To start, the look of it is divisive – to be kind. While it’s close to the FT-1 concept, it’s less dynamic for the sake of fitting into the real world. That cleft roof isn’t doing it many favors, either. The cabin is a tight squeeze and claustrophobic, not helped by the very limited outward visibility. At low speeds, the GR Supra doesn’t feel all that comfortable or indeed confident, only really coming out of its shell when it's allowed to open up on highways.

At the track, the GR Supra in its element. Its 382hp is perhaps modest in comparison to the outputs of modern performers, let alone electric fare, but it’s still an ample amount, and the GR Supra is very generous with its torque band. Drivers are rarely left wanting for power, even dashing up inclines like the ones which feature prominently at California’s Sonoma Raceway.

This helps keep the focus on driving rather than gearbox fiddling, with the auto rev-matched downshifts in the manual being particularly useful in that regard. The manual, incidentally, isn’t the smoothest – your title is secure, Honda Civic Type R - but its short throws and hefty clutch are welcome. We’d like it if it slotted into place with more confidence, that’s all.

On the topic of confidence, compared to its GR siblings, it’s probably the most intimidating due to its heft and power, but it’s more charitable than it seems. Egregious mistakes will be costly though the Supra throws up several signals before that happens. Shod in up-to-temp Michelin Pilot Super Sport tires and the back of the GR Supra is as sticky as it needs to be, particularly if you’re navigating a course as technical as Sonoma.

What’s the final takeaway for the final GR Supra?

Like any sports car worth its salt, we’re sad to see it go but happy to have had it. Time will tell if it has lived up to the expectations held by those who carry a torch for the old ones… or satisfied the JDM-inspired fantasies of younger drivers. From our perspective, the Supra came and did what it was meant to do – remind people that Toyota makes more than just SUVs and has a storied history in motorsport that continues to this day. If it really must go, the Final Edition is sending the Supra off in the best shape of its life (though that extra 94hp version sounds pretty tight, too).

In the meantime, our Final Edition is available until at least Spring of 2026, when all Supra production ceases. It will cost you at least $68,550 but you can still opt for the standard versions for much less. See ya, Supra. Thanks for the ride.

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The final Supra, huh?

So long, Supra. Adios, A90. Though it’s been around for only six years, it feels like the Toyota GR Supra’s been kicking around for much longer than that. Way back in the early aughts, talk of a successor to the dormant Supra nameplate was in the air, followed by a number of concept vehicles that eventually took the form of what would be the GR Supra.

We remember when the FT-1 concept was pulled out of the display box it was stuck in for its 2014 Detroit Auto Show debut. It was a hit, we all said “please make this” and Toyota did, for the most part.

The production GR Supra retained the concept’s shapely curves and distinct fascia throughout what would be its short lifespan, quickly becoming the darling of tuners, the drift car of choice for those who race sideways and a generation’s proverbial poster car. With its run coming to an end, Toyota is seeing it off with a ‘Final Edition’ as a thank you to the community that has embraced it.

Oh wow, the A90 Final Edition with almost 100hp extra?

Nope! That one’s exclusive to Europe and Japan. The Final Edition we’re getting is more like the first ‘final draft’ of a project before you go back and make several additional changes. It would have been nice to have the ‘final final’ version, though, and knowing that’s not the one we’re getting does sour the milk a bit.

Drag. Any real upgrades with this one, then?

In the spirit of kaizen or incremental improvements, this version of the GR Supra Final Edition tightens up key areas to refine the standard Supra experience. Under the hood is the same turbocharged 3.0-liter inline six that the GR Supra’s been rocking for a while, producing 382hp and 368lb ft. Power is channeled to the rear axle by way of an eight-speed automatic gearbox or a six-speed manual that will rev match for you on downshifts, if you so desire. All told, the automatic GR Supra claims a 0 to 60 time of 3.9 seconds while the manual can muster 4.2s at best.

Mechanically, the Final Edition is fitted with a set of Brembo brake discs larger than the standard gear, increased chassis rigidity, suspension mods, tweaked camber angles on all the wheels and a number of minute upgrades throughout. On the outside, a ducktail carbon fiber spoiler, front wheel arch flaps and raised front tire spats deliver on the aerodynamic front, improving control while adding to the now-aging aesthetic.

To help these long-in-the tooth looks, the Final Edition offers a Supra GT4-style pack inspired by the GR Supra GT4 EVO2, the raciest of all modern Supras. This includes matte colors, the white ‘burnout’ and black ‘undercover’ graphics packs (the latter pictured below), a carbon duckbill spoiler, red mirror caps and other various add-ons.

Does the Final Edition feel different?

A little bit. Kaizen, remember? It would take a keen eye to spot the exterior tweaks and the same goes for the handling. Even driving a current model back-to-back with the Final Edition shows the differences to be far from night and day. Perhaps with a pro race driver’s sensitivity, these minuscule adjustments add up to something palpable, but to the layperson it's tricky to distinguish improvements from the outset.

What doing so does affirm, however, is how at home either version feels on the racetrack.

How does it perform there?

It’s far more composed than you might think or indeed remember it being outside of a closed circuit. Automakers have rarely been shy about stating how its car du jour was ‘made for the track’ and few tend to back this up in a substantial way, but the GR Supra is one such car that can. For one thing, out on the road, it’s actually kind of awkward.

How so?

To start, the look of it is divisive – to be kind. While it’s close to the FT-1 concept, it’s less dynamic for the sake of fitting into the real world. That cleft roof isn’t doing it many favors, either. The cabin is a tight squeeze and claustrophobic, not helped by the very limited outward visibility. At low speeds, the GR Supra doesn’t feel all that comfortable or indeed confident, only really coming out of its shell when it's allowed to open up on highways.

At the track, the GR Supra in its element. Its 382hp is perhaps modest in comparison to the outputs of modern performers, let alone electric fare, but it’s still an ample amount, and the GR Supra is very generous with its torque band. Drivers are rarely left wanting for power, even dashing up inclines like the ones which feature prominently at California’s Sonoma Raceway.

This helps keep the focus on driving rather than gearbox fiddling, with the auto rev-matched downshifts in the manual being particularly useful in that regard. The manual, incidentally, isn’t the smoothest – your title is secure, Honda Civic Type R - but its short throws and hefty clutch are welcome. We’d like it if it slotted into place with more confidence, that’s all.

On the topic of confidence, compared to its GR siblings, it’s probably the most intimidating due to its heft and power, but it’s more charitable than it seems. Egregious mistakes will be costly though the Supra throws up several signals before that happens. Shod in up-to-temp Michelin Pilot Super Sport tires and the back of the GR Supra is as sticky as it needs to be, particularly if you’re navigating a course as technical as Sonoma.

What’s the final takeaway for the final GR Supra?

Like any sports car worth its salt, we’re sad to see it go but happy to have had it. Time will tell if it has lived up to the expectations held by those who carry a torch for the old ones… or satisfied the JDM-inspired fantasies of younger drivers. From our perspective, the Supra came and did what it was meant to do – remind people that Toyota makes more than just SUVs and has a storied history in motorsport that continues to this day. If it really must go, the Final Edition is sending the Supra off in the best shape of its life (though that extra 94hp version sounds pretty tight, too).

In the meantime, our Final Edition is available until at least Spring of 2026, when all Supra production ceases. It will cost you at least $68,550 but you can still opt for the standard versions for much less. See ya, Supra. Thanks for the ride.

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Toyota’s sending the Supra to the undying lands, but not without a proper send-off