Let’s not mince words; this car is out of place here at duPont REGISTRY. The data tells me that you and other readers like you are not interested in vehicles priced below $100,000. With an as-tested price of $61,840, the 2025 Toyota GR Supra doesn’t even come close to that figure. And I haven’t yet mentioned that the car I’m in this week is the range-topping 3.0 Premium, making it the most expensive version currently on sale.
Why spend the time and effort to cover the GR Supra, you ask? For one, some of the most exciting and interesting cars on sale today don’t come with a six-figure price tag, and it contextualizes the often homogenized performance offerings at the other end of the price spectrum. More importantly, this two-door Toyota serves as a reminder of what we’ve lost, of a time when sports cars had an edge. While practically every new fast machine is user-friendly and approachable, that wasn’t always the case. The Supra bites back, and it’s all the better for it.
Toyota GR Supra is on its way out. Unveiled in early 2019, this fifth-generation model is expected to go out of production in the near future. The Japanese carmaker pretty much confirmed this by unveiling its latest “Final Edition.” Still, this two-door sports car has received notable upgrades throughout the years, with the most significant being its adoption of a six-speed manual transmission, making my tester’s ZF-sourced eight-speed auto no longer the default option.
Offered in both 3.0 and 3.0 Premium trims, the Toyota GR Supra has a short list of optional extras. The base car starts at $57,385, including a $1,135 destination fee, while the range-topper bumps that figure to $60,535. For that small premium, power-adjustable seats trimmed in either black or, like my tester, hazelnut-colored leather. This Absolute Zero-finished example adds a Driver Assistance Package for $1,195 and a Carpet Cargo Mat for $110, bringing its as-tested price up to that aforementioned $61,840 number.
As you’d expect from something with a Toyota badge, the GR Supra is well-equipped from both a technology and a performance perspective. It features a digital instrument cluster and an infotainment screen that can be operated either by touch or physical buttons. It rides on a set of 19-inch forged wheels wrapped in Michelin Pilot Super Sport tires, measuring 255/35 at the front and 275/35 at the rear. It slows itself with four-piston Brembo calipers up front, although given this car’s 3,411-pound curb weight, they’re rarely stressed.
When the Toyota GR Supra arrived in the US, its BMW origins practically dominated the conversation, and with good reason. Its turbocharged 3.0-liter inline-six is straight from the Bavarian parts bin, while its eight-speed auto is exactly what you’ll find in its mechanical twin, the BMW Z4. However, for those nostalgic of early 2000s sports cars, this is a positive. Distill this car to its essence, and you get a spiritual successor to the thrilling Z4 M Coupe.
Unlike many modern M cars, such as the M2 and M4, which are luxurious cruisers masked as sports cars, the Toyota Supra is the real deal. It sits low, accented by bulging fenders, a long hood, and a cabin positioned just ahead of the rear axle. You also get a low seating position, made all the more evident by the Supra’s high shoulder lines and narrow front window.
The position of its steering wheel and pedals is perfect for a sports car, although its sloping roof makes ingress and degree challenging. Outward visibility is abysmal, although you get used to it after a few days behind the wheel.
The Supra pairs its cramped cabin with stellar looks that don’t require added splitters and spoilers to excel. Its body lines employ flowing curves rather than sharp creases, ensuring it’ll age well. It’s a beautiful machine that doesn’t go out of its way to ensure your comfort. It’s reminiscent of a bygone era of sports cars.
This theme continues as you tackle a winding road in the Toyota GR Supra. This is the kind of sports car that’s pointless to buy if you don’t have access to great roads or a track. Its electric power steering communicates no road feedback, while its inline-six remains relatively muted, even in Sport mode. Its suspension is firm, appropriately damped for a back road, but somewhat bouncy on the highway, and did I mention it’s hard to see out of?
The thing is, once on a good road, the Supra reveals its edge. As muted as its steering is, it’s ultra-quick, meaning this car’s nose will dart left or right in response to the slightest input. It’s to the point of being too rapid, which, combined with most of its weight sitting closer to its front axle, results in a rear end that comes around instantly and without notice. It’s as if its front and rear ends belong to different machines, needing a fair amount of re-calibration to settle.
On the flip side, however, the Toyota GR Supra is a sports car that will bite back if provoked. It forces you to be smooth with your inputs and mindful of what that rear axle is doing at all times. While the Japanese carmaker retuned this car’s suspension for the 2023 model year, featuring MacPherson struts up front and a multi-link setup in the rear, its snappy persona endures. Get it right, and the Supra rewards you with little body roll in the bends and a fair amount of high-speed stability. It’s only as you approach its limits that its persona shifts.
Its turbocharged 3.0-liter inline-six is a monster of an engine. The Supra’s 382 horsepower and 368 pound-feet of torque feel grossly underestimated in the real world. Paired with this tester’s lightning-fast eight-speed auto, this BMW-sourced heart feels like its torque and power ratings should start with a four. It’s rapid, with excellent torque availability across the rev range, and despite being turbocharged, it doesn’t exhibit much lag in its power delivery. It even sounds fantastic, with a classically smooth inline engine note that would do well with a more free-flowing exhaust setup.
As the Toyota GR Supra nears the end of production, there’s no doubt that it remains a flawed sports car. Its cabin is cramped, its limit handling is unpredictable, and it’s far too quiet for a machine that looks this good.
However, for its fully loaded as-tested price of $61,840, the Supra’s flaws make it more interesting. If we recall most of the automotive greats, few can be described as approachable and comfortable. It’s this slight discomfort paired with an edgy persona that creates a memorable driving experience. And while the Supra isn’t quite one of the greats, it serves as a reminder that a machine that’s too buttoned down will never light your hair on fire.