2020 Toyota GR Supra

The launch-year 2020 GR Supra's BMW-sourced B58 3.0L twin-scroll turbo inline-six is rated 335 hp on every US grade (3.0, 3.0 Premium, Launch Edition). This is the pre-update figure: Toyota raised it to 382 hp for 2021, so later-year scorecards must not be carried back. Strong for a coupe but well short of the Corvette, AMG GT and 911 at the top of the segment.

365 lb-ft arriving at low rpm gives the 2020 Supra a deep, flat torque curve — more than a Nissan Z's 350 lb-ft or a base 911 Carrera's 331 — so it pulls hard in any gear. Only marginally below the 368 lb-ft of the 2021+ uprated engine.

Toyota rates the 2020 3.0 at 4.1 seconds to 60 mph with the eight-speed automatic and launch control (top speed limited to 155 mph); instrumented magazine tests ran quicker, high-3s, as the B58 is widely held to be under-rated. Scored on the manufacturer figure; quicker than a Nissan Z or Mustang GT, behind the Corvette and AMG GT.

The B58 inline-six is a benchmark turbo six: twin-scroll turbocharging, Valvetronic and direct injection give near-zero lag and smooth, linear delivery to redline. The 2020 tune is slightly milder than 2021+ and lacks the later traction-control re-profiling, and reviewers criticised the piped-in cabin sound and an exhaust note less charismatic than a V8 or flat-six.

The only gearbox for 2020 is the ZF 8HP eight-speed automatic with paddles and launch control — quick, decisive and never hunting, a class reference for automatics. Scored a notch below later years because no manual was offered (it arrived for 2023), a real gap for enthusiast buyers in this segment.

Rear-wheel drive only on every 2020 grade; no AWD was ever offered in this generation. All-weather traction relies on the active rear differential and stability control, a bottom-band result against 911 and Corvette rivals that offer AWD.

2020 is take-it-or-leave-it: one engine (335-hp 3.0 turbo six) and one transmission (8-speed automatic) across 3.0, 3.0 Premium and Launch Edition. The 2.0 four did not arrive until 2021 and the manual until 2023, and there was never a hybrid, PHEV or EV variant.

The 2020 GR Supra came only as the 335-hp 3.0L turbo six with the eight-speed automatic, EPA-rated 26 mpg combined — decent for a 3,400-lb rear-drive sports coupe but low in the gas coupe band.

24 mpg city — one mpg better than the uprated 382-hp 2021+ six — helped by the eight-speed's stop-start and coasting function.

31 mpg highway is the Supra's best efficiency figure thanks to tall top gears, but still sits in the lower third of the gas coupe band.

The 13.7-gallon tank is small even for a sports car, so 26 mpg combined yields only about 356 miles between fills — weak against the coupe band.

At EPA label assumptions (15,000 mi/yr) 26 mpg combined burns about 577 gallons, and mandatory premium puts the bill near $2,500 — toward the expensive end of the coupe band.

Premium unleaded is required, and in 2020 there was no lower-requirement trim (the 2.0 four arrived for 2021), no E85 and no electrified option; the small tank means the premium surcharge is paid often. Kept just off the floor because lower grades are tolerated with reduced performance rather than forbidden.

NHTSA has never run NCAP testing on the A90/J29 GR Supra, and the 2020 launch year (the first year of the fifth generation) was not tested, which is routine for a low-volume two-seat sports car. The 4 stars is an estimate based on the shared BMW G29 structure and the standard front, side, curtain and knee airbags. There is no measured result behind it.

IIHS has never crash-tested the A90-generation GR Supra, so the 2020 car has no Top Safety Pick award and no individual crashworthiness results. It is untested, but there are no known structural concerns and the body is a modern BMW-engineered structure, so it scores at the low end of the middle band rather than at the untested-with-concerns floor.

Standard on the 2020 car: Pre-Collision System with Pedestrian Detection (AEB), Lane Departure Warning with Steering Assist, Automatic High Beams, Speed Limit Information and a rearview camera. Adaptive cruise, blind-spot monitoring and rear cross-traffic alert are standard on no trim. They come only in the $1,195 Driver Assist Package, offered on the 3.0 Premium and Launch Edition, so the base 3.0 cannot get them at all.

The Pre-Collision System with Pedestrian Detection is standard on every 2020 trim and uses BMW-derived camera and radar hardware. IIHS has never tested the Supra's front crash prevention, so there is no measured avoidance data and no confirmation of nighttime pedestrian performance. Low-speed emergency braking from the parking sensors is optional.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on no 2020 trim. They come only in the $1,195 Driver Assist Package on the 3.0 Premium and Launch Edition, and are not offered on the base 3.0. The system only alerts, with no steering or braking intervention, and no surround-view camera is offered, which matters on a car with this little visibility over the shoulder.

Lane Departure Warning with Steering Assist is standard on all 2020 trims and nudges the car back when markings are detected. There is no lane-centering function at any trim or option level, so nothing holds the car in the middle of the lane on the highway.

Every 2020 Supra is an eight-speed automatic, and Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is available, but only in the Driver Assist Package on the 3.0 Premium and Launch Edition. The base 3.0 gets plain fixed-speed cruise. No highway-assist mode pairs the adaptive cruise with lane centering.

The 2020 GR Supra offers no hands-free highway driving in any trim or package. Neither it nor its BMW Z4 twin has the driver-monitoring camera such a system requires.

Every 2020 trim has auto-leveling six-lens LED headlights with LED daytime running lights and standard Automatic High Beams, so the volume car takes no lighting penalty for its trim. It stays mid-band because IIHS has never rated the Supra's headlights and no steering-responsive adaptive function is offered.

Forward visibility over the low cowl is workable, but thick A-pillars, a hard-dropping roofline, shallow side glass and a slot-like rear window leave large blind zones over the shoulder. The only standard aid is the rearview camera; blind-spot monitoring and parking sensors are optional, not offered on the base 3.0, and there is no surround-view camera.

The launch-year A90 GR Supra is a strict two-seater with a parcel shelf behind the seats and no rear bench in any 2020 configuration. 2020 is the first US model year of the fifth generation, offered only as the 3.0 (no 2.0 until 2021).

38.3 in is generous for a low double-bubble-roof sports car and benefits from no sunroof being offered on any 2020 grade, though tall drivers still sit close to the roofline.

42.2 in is mid-band for coupes and enough for six-footers on a long drive, though deep bolsters and a tall console make the cabin feel narrower than the figure suggests.

10.2 cu ft is low against four-seat coupes but practical for a two-seat sports car — the hatch opening takes two carry-ons and beats the Nissan 370Z and MX-5. With no rear seats there is no way to expand it.

Small-item storage is sparse: a small glovebox, shallow door pockets, a token bin behind the seats and cupholders that occupy the space an armrest bin would use. Nothing clever offsets it.

The sport seats are supportive and comfortable over long stints, power-adjustable on both grades with heated leather and driver memory on the volume 3.0 Premium. Bolsters feel tight for broad occupants and the base 3.0's Alcantara/leather seats are unheated.

Adaptive dampers are standard on 2020 cars and give the Supra more bandwidth than most sports cars, but the launch-year tune predates the 2021 bushing changes and the 2023 damper retune, and broken pavement lands hard with occupants seated nearly over the rear axle.

With the windows up, road and wind noise are moderate for a coupe on summer tires, with some tire roar on coarse concrete. The documented Helmholtz buffeting with both windows lowered is a real demerit.

Dual-zone automatic climate is standard, and the volume 3.0 Premium adds heated leather seats. There are no ventilated seats, no heated steering wheel and no remote pre-conditioning, and the base 3.0 goes without seat heat entirely.

There was no four-cylinder 2.0 for 2020; it arrived for 2021. That makes the six-cylinder 3.0 at $49,990 plus $930 destination the cheapest way into the launch-year car, which puts it high in the coupe band.

The 3.0 Premium is the volume configuration at $54,920 with destination. It adds the 8.8-inch navigation screen, 12-speaker JBL audio, head-up display, wireless charging and heated leather. The 1,500-unit Launch Edition was built on the Premium and cost $1,260 more. The price sits near the top of the coupe volume-trim band.

Published estimates for the A90 vary widely, from CarEdge's roughly $1,800 for maintenance and repairs over five years to cost-to-own tools that run several times higher once tires and brakes are included. About $4,000 allows for BMW B58 parts and staggered performance tires while crediting Toyota service pricing and two years of ToyotaCare.

The 2020 GR Supra has held its value exceptionally well. KBB private-party values for a six-year-old 2020 3.0/3.0 Premium are still about $41–42K against a $51–55K sticker. The launch-year car is slightly weaker than the later 382-hp and manual cars, so it is set a little below CarEdge's generation-wide 77%. That is still above the 65% top of the coupe band.

This is Toyota's standard 36-month/36,000-mile new-vehicle limited warranty: the industry floor and the bottom of the coupe band.

Toyota's standard 60-month/60,000-mile powertrain coverage is at the bottom of the 5–10 year band. That is short for a BMW-sourced turbocharged inline-six.

ToyotaCare covers 2 years/25,000 miles of scheduled maintenance and 2 years of 24/7 roadside assistance. That is real coverage, but short. Launch-year buyers also got a one-year NASA membership with a free HPDE track day and a Supra Connect telematics trial on Premium grades; these are enthusiast perks rather than cost offsets. The score is mid-band.

$54,920 volume-trim price minus its estimated resale value after 5 years (72% retained, or about $39,542) leaves about $15,378 in depreciation. Add the projected $4,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,378 in total.

2020 is the launch year of the A90 generation in the US (on sale July 2019). Prediction sources land at average rather than strong: J.D. Power puts the 2020 GR Supra's predicted reliability at 73/100, inside its 70-80 'Average' band. Consumer Reports rates it average, though its model-specific sample is thin for a car this low-volume. A first-year car built by a contract assembler on BMW hardware, with seven recall campaigns by the end of 2021, does not merit a top-tier prediction.

Toyota sat near the top of the 2020-era dependability rankings: it was top-5 in Consumer Reports' brand reliability survey, and Toyota Motor Corporation was among the best performers in the J.D. Power U.S. Vehicle Dependability Study, which Lexus led. Scored a notch under the raw brand standing because the GR Supra is engineered and assembled outside Toyota's own production system. BMW supplies the powertrain, electronics and switchgear, and BMW only rated around industry average in the same studies.

As a launch year, the 2020 model has the busiest recall record of the generation, with seven NHTSA campaigns plus a later starter-relay campaign. Most are tiny batches (7-unit seat-belt weld, 49-unit fuel-tank weld, 245-unit headlights). The broad ones are more serious: a tie-rod defect, a headlamp aim fault, and a 50,000-unit BMW-group software campaign covering loss of brake assist at engine start. Taken together this is above-typical activity, though no single campaign is a systemic powertrain failure.

The only US powertrain for 2020 is BMW's B58 turbocharged 3.0-liter inline-six (335 hp in this first year, before the 2021 bump to 382 hp) paired with the ZF 8HP eight-speed automatic. Both are widely used and well-regarded: the B58 is considered BMW's most durable modern performance six, and Toyota chose the 8HP over a dual-clutch specifically for reliability. Held at 80 because known B58 cooling-system weak points (expansion tank, water pump) and the starter-relay campaign are real, if minor.

The cabin is a reskinned BMW Z4 interior, with BMW switchgear, iDrive controller and good materials in the high-touch areas. For 2020, though, the base 3.0 trim came with a 6.5-inch screen and cloth/Alcantara rather than the Premium's 8.8-inch display and leather. Reviewers called it tight and well made but plain for a car near $50k, and well behind the Lexus LC and Porsche 911.

The Supra is assembled alongside the Z4 at Magna Steyr, and reviewers describe a solidly built, rattle-free car. It is held below the segment's best because 2020 was the first production year, and the several small weld-quality recall batches (seat-belt mount, fuel tank) point to early-build assembly escapes.

Toyota's US dealer network is one of the densest in the country, so access to routine service is never the limit. The deduction is specific to the GR Supra: the drivetrain, electronics and diagnostics are BMW's, Toyota technicians have limited depth on that hardware, and recall remedies depend on BMW issuing the campaigns.

Running costs are modest for the class: buying BMW hardware through Toyota's parts pricing makes the Supra much cheaper to maintain than the Z4, and the B58 has a large tuning and hard-parts aftermarket. Availability is weaker: BMW-sourced parts ordered through Toyota can be backordered for long periods, and low US volume means dealers stock little.

The volume 3.0 Premium gets the wide 8.8-inch touchscreen with navigation, while the base 3.0 makes do with a 6.5-inch unit. No larger screen is offered on any 2020 grade.

It is BMW iDrive 6 with Toyota graphics: the rotary controller and shortcut buttons work well at speed, responses are quick and physical climate controls remain. It loses points for modest screen size, BMW-dated menus and the cramped 6.5-inch base system.

Wireless Apple CarPlay is offered only on the 8.8-inch Premium and Launch Edition, as a four-year trial with future subscription terms undecided at launch. Android Auto is not available on any 2020 Supra, and the base 3.0 gets neither.

The volume Premium has embedded navigation with real-time traffic via Supra Connect plus BMW-derived voice control, but it is the older pre-natural-language assistant on a dated map interface. The base 3.0 has no native navigation.

The volume Premium's 12-speaker, 500-watt JBL system is strong for a small two-seat cabin, and the base 3.0's 10-speaker setup is respectable. No higher-end audio option exists.

An 8.8-inch digital cluster with a central tachometer is standard on every 2020 grade, bespoke to the Supra and clear at speed. It is a largely fixed layout without BMW Live Cockpit-style reconfigurability.

Supra Connect pushes map updates over the cellular network to the head unit, but there is no whole-vehicle OTA for powertrain, chassis or driver-assist modules — those require a dealer.

The separate Supra Connect app handles locate, remote lock/unlock, lights/horn, cabin ventilation and send-to-car, but there is no remote engine start or phone-as-key. Services move to a paid subscription after the trial, and owners have reported features lapsing.

The volume 3.0 Premium gets Qi wireless charging, but the wired side is thin — a console USB-A port and a 12-volt outlet, with no USB-C and no household power.

A smart key with push-button start is standard across the 2020 lineup. There is no digital key, no app-based remote start and no exterior hatch release button.

A rearview camera is standard, but parking sensors, blind-spot monitoring and rear cross-traffic alert all require the $1,195 Driver Assist package even on the Premium. No surround-view camera is offered, which hurts in a car with poor rear visibility.

A full-color HUD is standard on the volume 3.0 Premium and Launch Edition, but it is unavailable on the base 3.0.

The 2020 GR Supra is a strict two-seater with no rear bench and no LATCH-equipped rear position, so a child seat can only go in the front passenger seat. Long doors and a low seat make loading children awkward.

Standard pre-collision with pedestrian detection, lane departure alert and automatic high beams are respectable, but blind-spot monitoring, rear cross-traffic alert, parking sensors and adaptive cruise all require the $1,195 Driver Assist package. Neither NHTSA nor IIHS has crash-tested the Supra.

Two seats and a 10.2 cu ft hatch cap it at a couple's weekend car. It has no rear amenities or room for family luggage.

The ZF 8-speed automatic (the only 2020 transmission) is smooth in traffic, and the 365 lb-ft inline-six never needs revving, so the Supra is easy to live with for a sports car. A firm ride, poor rearward visibility, a low seat for curbside entry and window-down buffeting count against it.

26 mpg combined is good for a 335-hp six, but the car requires premium fuel, the staggered 19-inch summer tires are expensive and short-lived, and 2020 offers no cheaper four-cylinder grade.

A 34.1 ft turning circle and compact footprint help in the city, but shallow glass and thick rear pillars hurt visibility. Parking sensors and blind-spot monitoring are extra-cost.

There is no tow rating, little payload and only a 10.2 cu ft hatch for cargo.

The BMW B58 and ZF 8HP are proven, robust units, but 4.5 in of ground clearance, summer tires and premium trim make the Supra the wrong tool for abusive work duty.

It has no bed, onboard power, upfit ecosystem or washable surfaces.

Adaptive suspension, supportive seats and 31 mpg highway on a 13.7-gal tank make it a capable GT for two. Road noise, a firm secondary ride and adaptive cruise sitting in an option package count against it.

It is rear-drive only, with 4.5 in of clearance, staggered summer tires, no roof rails and no tow rating, so it is unsuited to anything beyond pavement.

10.2 cu ft beats most two-seat sports cars (Nissan 370Z, MX-5), but nothing folds, cabin storage is poor and there are no factory roof rails.

A 97.2-in wheelbase, 50:50 weight distribution, standard adaptive dampers and an active rear differential make the launch Supra genuinely agile, and it won Sport Auto's 2020 Best Handling Car. The 2020 tune predates the 2021 bushing/bracing changes and the 2023 anti-roll and snap-oversteer revisions, so the rear can feel nervous at the limit.

The steering is quick, precise and nicely weighted, though like most electric racks it is short on true feedback. The 2023 steering recalibration was still to come.

Brembo four-piston front calipers on a ~3,400 lb car with staggered summer tires give short, repeatable stops and a firm, linear pedal.

The 2020 B58 makes 335 hp and 365 lb-ft with minimal lag and inline-six smoothness, and the Toyota-calibrated ZF 8HP shifts quickly. It is fast — Car and Driver ran 0-60 in 3.8 s — though 2021 cars gained 47 hp.

The inline-six is vibration-free and cruises quietly. Much of the audible engine note under load is synthesized through the speakers, which divides owners, and the real exhaust note is muted.

A 34.1 ft turning circle on the short 97.2-in wheelbase is tight for the coupe class.

The low, supportive seat and BMW switchgear make a good driving position. Small windows, thick C-pillars and a shallow rear window create big blind spots, and blind-spot monitoring is extra-cost.

A short-wheelbase, rear-drive, 335-hp coupe with an active diff, the 2020 Supra earned a Car and Driver 10Best and MotorWeek's Best Sports Coupe. It loses a little for offering no manual in 2020 and for its synthesized soundtrack.

Every 2020 GR Supra comes with the hardware that matters for a rear-drive coupe: adaptive suspension, an active rear differential, launch control, Brembo front brakes and 19-inch forged wheels. Automatic emergency braking with pedestrian detection and lane departure warning are also standard. The base 3.0, however, has only a 6.5-inch screen with no CarPlay or navigation. Blind-spot monitoring, rear cross-traffic alert and adaptive cruise cost extra on every grade ($1,195 Driver Assist package), and the 2020 car lacks the 2021 driveline and chassis updates.

In 2020, $50,920 bought 335 hp, a 4.1-second 0–60 time, an active diff and adaptive dampers. That undercuts the Porsche 718 Cayman and the same-platform BMW Z4 M40i by well over $10K. However, the launch car makes 47 hp less than the 2021 car for nearly the same money, and there was no cheaper four-cylinder entry. A Mustang GT or Camaro SS delivers similar pace for about $15K less, so it is fair value rather than a bargain.

The 2020 lineup is take-it-or-leave-it: one engine, one transmission (8-speed automatic), rear-drive only and two seats. The three grades (3.0, 3.0 Premium and the 1,500-unit Launch Edition) are only about $5,000 apart. The 2.0 entry model came for 2021 and the manual for 2023.

The 2020 model year was the Supra's comeback, and demand was strong. US sales went from 2,884 in the partial 2019 launch year to 5,887 in calendar 2020, despite pandemic-hit spring months, and peaked at 6,830 in 2021. The Supra outsold the 86 and BRZ combined in its first full month. It is a steady niche seller on a rising trajectory, but in absolute terms well behind the Mustang and Corvette.

The Supra name returned after a 17-year hiatus with legend status intact. The first production car sold for $2.1 million at Barrett-Jackson, and Toyota's reliability reputation supports strong resale. The main criticism of the launch car was that it is a rebodied BMW Z4 with BMW's engine and switchgear.

At launch, dealers commonly charged over sticker. By mid-2020 those markups had faded as inventory built, and Toyota backed the 2020 Supra with 0% APR for up to 60 months or a $3,500 cash rebate, then the largest on any 2020 Toyota. Real money was available to 2020 buyers who waited, although launch-period buyers paid at or above MSRP.

2020 is the first model year of an all-new generation on a fresh BMW-co-developed platform, so it is as new as this car gets. It falls short of the very top band because the 2021 car arrived within a year with 47 more horsepower and chassis bracing, which immediately dated the launch car.

The launch car collected a long award list. It made Car and Driver's 10Best and earned its Editor's Choice, and it was an Automobile All-Star, MotorWeek's Best Sports Coupe, and a finalist for both MotorTrend Car of the Year and North American Car of the Year. Sport Auto named it Best Handling Car over the 718 Cayman GT4. Critics marked it down for the BMW-derived cabin, the automatic-only gearbox and the fake vents.