2022 Toyota GR Supra

Scored on the 3.0 as the volume configuration: the BMW-sourced B58 3.0L turbo inline-six makes 382 hp, carried over from the 2021 power bump and shared by the 3.0, 3.0 Premium and the 600-unit A91-CF Edition. The range opens with the 255 hp 2.0L turbo four. Strong for a coupe but below the Corvette, AMG GT and 911 that anchor the top of the segment.

368 lb-ft from 1,800 rpm through 5,000 rpm is a deep, flat curve for a sports coupe — more than a base 911 Carrera — so the car pulls hard in any gear. Unchanged from 2021.

Toyota rates the 2022 3.0 at 3.9 seconds to 60 mph with the ZF eight-speed automatic and launch control — the only transmission offered this year. Quicker than a Nissan Z or Mustang GT and within a few tenths of a base 911, though the Corvette and AMG GT stay ahead.

The B58 is a benchmark turbo six: twin-scroll turbocharging and direct injection give near-zero lag, a linear surge to redline and inherent inline-six smoothness. Criticisms are piped-in cabin sound and an exhaust note less charismatic than a V8 or flat-six; the 2023 Hairpin+/traction-control recalibration had not yet arrived, so a hair below the later years.

The ZF 8HP eight-speed automatic, recalibrated by Toyota, is the class reference for a torque-converter box — fast, decisive, never hunts, with good paddle response and launch control. For 2022 it is the only transmission: the six-speed manual did not arrive until the 2023 model year, a real omission enthusiasts criticized in a sports car.

Rear-wheel drive only — no AWD was offered on any MkV Supra grade or market. A deliberate sports-car choice, but a bottom-band result here; traction aids are limited to the Active Rear Sport Differential on 3.0 grades and stability control.

Two distinct engines — the 255 hp 2.0L turbo four and the 382 hp 3.0L turbo six — at different price points, but a single transmission (8AT) and no hybrid, PHEV or EV variant. Middle-band low end; narrower than 2023, which added the manual.

The volume 2022 GR Supra 3.0 (382-hp B58 with the ZF eight-speed) is EPA-rated 25 mpg combined; the 255-hp 2.0 is the lineup's efficiency leader at 28 mpg. Both sit in the lower part of the gas coupe band.

22 mpg city is reasonable for a 382-hp rear-drive coupe, helped by stop-start and the eight-speed, but low in the coupe band.

30 mpg highway is the 2022 Supra's strongest efficiency figure — tall top gears make it a usable interstate car — but still lands low in the 24–45 mpg coupe band.

The 13.7-gallon tank is small even for a sports car, so 25 mpg combined yields only about 343 miles between fills — weak against the 300–650 mi coupe band.

At 15,000 mi/yr, 25 mpg combined burns about 600 gallons, and the required premium grade puts the bill near $2,600 — toward the expensive end of the coupe band.

Premium fuel is required — the 3.0 calls for 93 octane, the 2.0 for 91 — with no E85 or electrified alternative, and the small tank means the surcharge is paid often. Toyota's allowance for 89 AKI as a reduced-performance substitute keeps it just off the floor.

NHTSA has never run NCAP testing on the A90/J29 GR Supra in any model year, 2022 included — routine for a low-volume two-seat sports car. Estimated at 4 stars from the shared BMW-engineered structure and the standard front/side/curtain/knee airbag complement, with no measured result to lean on.

IIHS has never crash-tested any A90-generation GR Supra, so the 2022 car holds no Top Safety Pick award and no individual crashworthiness result. Untested with no known structural concerns and a modern BMW-co-developed body earns the low end of the mid band rather than the untested-with-concerns floor.

Standard on every 2022 trim (2.0, 3.0, 3.0 Premium, A91-CF Edition): Pre-Collision System with Pedestrian Detection, Lane Departure Warning with Steering Assist, Automatic High Beams and a rearview camera. Adaptive cruise, blind-spot monitoring and rear cross-traffic alert are standard on no trim — the volume 2.0 and 3.0 must take the Safety & Technology Package ($3,485 / $3,155, bundled with navigation and JBL audio), while the Premium and A91-CF get them via the $1,195 Driver Assist Package.

Pre-Collision System with Pedestrian Detection is standard on every 2022 trim using BMW-derived camera/radar hardware, but the Supra has no IIHS front crash prevention result in any model year. Credit for a competent modern system without measured avoidance data or any confirmation of nighttime pedestrian performance; low-speed parking-sensor emergency braking stays optional.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on no 2022 trim; on the volume 2.0 and 3.0 they cost $3,155–$3,485 because they are bundled with navigation and audio, and only the Premium/A91-CF get the cheaper $1,195 route. Coverage is alert-only with no intervention, and no surround-view camera is offered at any price on a car this blind over the shoulder.

Lane Departure Warning with Steering Assist is standard on all 2022 trims and gives a corrective nudge where markings are detected, but no lane-centering function exists at any trim or package level, so nothing holds the car mid-lane on the highway.

Every 2022 Supra uses the ZF eight-speed automatic (the manual arrived only for 2023), so Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is available on every trim — but only as an option, costly on the volume grades. It works smoothly, with no highway-assist mode pairing it with lane centering.

No hands-free highway driving is offered on the 2022 GR Supra in any trim or package; the car lacks the driver-monitoring camera and mapping hardware such a system requires.

Auto-leveling six-lens LED headlights with LED DRLs and standard Automatic High Beams are fitted across the whole 2022 range, so the volume car carries no lighting penalty. Held mid-band because IIHS has never evaluated Supra headlights and no steering-responsive adaptive function is offered.

Forward sightlines are workable but hampered by thick A-pillars, and rearward and over-the-shoulder visibility is among the worst in the segment, with a slot-like rear window and a roof that drops hard into shallow side glass. Only the rearview camera is standard; blind-spot monitoring and parking sensors are packaged (expensively on the volume grades) and no surround-view camera is available.

The 2022 GR Supra (fifth generation, J29/DB, a carry-over body from 2020) is a strict two-seater with a parcel shelf behind the seats and no rear bench in any grade.

38.3 in is above the coupe-band midpoint and good for a low double-bubble-roof sports car, helped by the absence of any sunroof option; tall drivers still sit close to the roof.

42.2 in is mid-pack in the coupe band — enough for six-footers to stretch out — though deep bolsters and a tall console make the cabin feel narrower than the figure suggests.

10.2 cu ft sits low in the coupe band, which is calibrated against four-seat coupes with folding rear seats. Against actual two-seat sports cars the liftback is relatively practical, but it cannot be expanded.

Small-item storage is sparse: a compact glovebox, shallow door pockets, a token bin behind the seats and cupholders where an armrest bin would be. Edmunds lists 'not much cabin storage' among the 2022 car's cons, and nothing clever offsets it.

The sport seats are supportive and, on the volume 3.0 Premium, 14-way power-adjustable with 4-way lumbar, bolster adjustment, heating and driver memory. Edmunds nonetheless flags the 2022 seats as lacking long-distance comfort, broad occupants find the bolsters confining, and the 2.0 gets 8-way manual unheated seats.

Adaptive Variable Sport suspension on the 3.0 grades gives the 2022 car a reasonably civil Normal mode — broken pavement is felt but not punishing — but Sport mode makes it hop over irregular surfaces, and the rear end gets busy over mid-corner bumps. This is the pre-2023 damper tune, before Toyota re-tuned the shocks specifically for ride comfort.

Windows up, road and wind noise are moderate for a sports coupe and much of the engine sound is deliberately piped in. Edmunds calls the interior very loud with the windows down — the documented Helmholtz-resonance buffeting that was never remedied.

Dual-zone automatic climate is standard and heated seats became standard on all 3.0 grades for 2022, with power memory seats on the volume 3.0 Premium. There is no ventilated seat, heated steering wheel or remote pre-conditioning beyond Supra Connect's remote ventilation, and the 2.0 has no seat heating.

The 255-hp 2.0 four-cylinder remained the 2022 entry point at $44,215 with destination, a small bump over 2021 and about $900 below the 2023 2.0. Mid-band for a coupe.

The inline-six cars carry most US GR Supra sales, and the 3.0 Premium (leather, 8.8-inch touchscreen with navigation and wireless CarPlay, 12-speaker JBL, head-up display, wireless charging) is the volume configuration at $55,715 with destination. That sits near the top of the coupe volume-trim band, so the item scores near the floor.

Published estimates diverge widely: CarEdge models roughly $1,800 in maintenance and repairs over five years, while KBB/Edmunds cost-to-own loads wear items far higher. About $4,000 accounts for BMW B58 parts and staggered performance tires while crediting Toyota service pricing and two years of ToyotaCare; same mechanical package as the adjacent years.

Observed market values for the 2022 car are exceptionally strong: at roughly four and a half years old the 3.0 Premium's KBB fair purchase price is about 88% of its original sticker and trade-in sits around three-quarters of it, helped by the 2022 used-car boom, low volume and Supra badge equity. A projected ~72% at five years is above the coupe band ceiling, so the item maxes out.

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, the bottom of the 5–10 year band and short for a BMW-sourced turbocharged engine.

ToyotaCare covers 2 years/25,000 miles of scheduled maintenance plus 2 years of 24/7 roadside assistance — real but short. GR Supra buyers also received a complimentary one-year NASA membership with a free HPDE track day, an enthusiast perk rather than a cost offset. Mid-band.

$55,715 volume-trim price minus its estimated resale value after 5 years (72% retained, or about $40,115) leaves about $15,600 in depreciation. Add the projected $4,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,600 in total.

The model-level signals for the 2022 GR Supra are the weakest point of this category: J.D. Power's Quality & Reliability score of 61/100 sits in its 'Fair' (below-average) band, and Consumer Reports has no statistically usable model-specific sample for a car this low-volume. The proven BMW hardware underneath keeps it from the bottom band, but the owner data that exists for 2022 is not flattering.

At the 2022 model year Toyota was at the very top of the brand rankings — Consumer Reports' 2022 survey put Toyota first overall, ahead of Lexus, and J.D. Power's 2022 Vehicle Dependability Study listed Toyota among the brands with the fewest problems. Scored a notch under that raw standing because the GR Supra is engineered and assembled outside Toyota's own system, with a BMW powertrain, electronics and switchgear, and BMW sits only near industry average in the same studies.

The volume 3.0-liter 2022 Supra has a clean recall record — it falls outside the 23V821000 ZF transmission-control-unit campaign, which was limited to about 20 Supras built in late January 2023. 2022's recall exposure is two starter-motor fire campaigns, both confined to the low-volume 2.0-liter four-cylinder, which keeps this at typical rather than few-and-minor activity because the defect is a fire risk with a park-outside advisory.

The volume 2022 configuration is BMW's B58 turbocharged 3.0-liter inline-six (382 hp) behind the ZF 8HP eight-speed automatic — the only gearbox offered in 2022 — which Toyota chose over a dual-clutch specifically for smoothness and reliability. Both are among the best-documented modern performance drivetrains, and unlike 2023 the 2022 car carries no transmission recall; the B58's known cooling-system weak points (expansion tank, water pump) cap it short of the top band.

The 2022 cabin is essentially the BMW Z4's — 8.8-inch screen, iDrive rotary controller, steering wheel and switchgear — giving it a solid near-luxury feel with leather-trimmed sport seats and carbon-fiber console trim on the 3.0 Premium. It remains behind the Lexus LC and Porsche 911 cabins in this segment and has some plain plastics low in the cockpit.

Assembly is a genuine strength — the Supra is built alongside the BMW Z4 at Magna Steyr in Graz and reviewers consistently describe a solidly screwed-together car without rattle or panel-gap complaints. Held a point below 2023 because J.D. Power's 61/100 quality score for 2022 is the only hard owner data and is lower still, and US volume is too small for an initial-quality award to corroborate review impressions.

Toyota runs one of the densest dealer and service networks in the US, so routine maintenance access is never the constraint. The deduction is GR-specific: the drivetrain, electronics and diagnostics are BMW, Toyota service departments have limited depth on that hardware, and Toyota stores cannot cross-order parts from BMW dealers despite the joint program.

Running cost is the strong half: BMW hardware routed through Toyota's parts pricing makes the Supra far cheaper to keep than its Z4 twin, and the B58 enjoys a large tuning and hard-parts aftermarket. Availability is the weak half — BMW-sourced components ordered through Toyota draw documented multi-month backorders and dealer stocking is thin for a car this low-volume.

The 2022 brochure lists an 8.8-inch display on all grades; on the volume 3.0 Premium it is a touchscreen with rotary/touchpad Supra Command control. No larger screen is offered.

The system is BMW iDrive 6 in Toyota graphics: the rotary controller with shortcut buttons is easy to use on the move, responses are quick and physical climate controls remain. It is dated in look and real estate, and the 2.0/3.0 lack touch input without the package.

Wireless Apple CarPlay is standard on the volume 3.0 Premium and the A91-CF (and full-screen CarPlay was added for 2022), but Android Auto is not offered on any 2022 GR Supra, and the 2.0/3.0 get CarPlay only via the Safety & Technology Package.

The volume 3.0 Premium has embedded navigation, voice recognition and Supra Connect Real-Time Traffic and map updates, so both boxes are ticked — but via the older pre-natural-language BMW assistant. Lower grades have no native navigation without the package.

A 500W 12-speaker JBL HiFi Surround system is standard on the volume 3.0 Premium and A91-CF — strong for a small two-seat cabin — and the 3.0 gets a 205W 10-speaker unit. The 2.0's four-speaker base system is thin, and nothing sits above the JBL.

A Supra-specific 8.8-inch digital cluster with a centre tachometer and digital speed readout is standard on all grades and reads cleanly at speed; its layout is essentially fixed, without the reconfigurability of rival systems.

Supra Connect pushes map updates to the head unit over the cellular network, but there is no whole-vehicle OTA for powertrain, chassis or driver-assist modules — those remain dealer flashes. On 2.0/3.0 even the map updates need the package.

The Supra Connect app (iOS and Android) offers remote lock/unlock and cabin ventilation, vehicle locate, send-to-car and remote maintenance, with up to a 4-year trial, but it is a separate BMW-derived app with no remote engine start or phone-as-key, and it lapses to a subscription.

The volume 3.0 Premium gets a Qi wireless charging tray, but wired provision is a single console USB plus a 12V outlet with no USB-C and no household power — thin for 2022, though a two-seat cabin needs less.

Smart Key with Smart Entry and push-button Start is standard on every 2022 grade and the app adds remote lock/unlock, but there is no digital key, no remote start and no power hatch.

A rearview camera with parking aid lines is standard, but front/rear parking sensors with emergency braking are optional even on the volume 3.0 Premium (Driver Assist Package), and no surround-view camera or self-parking is offered — significant in a car with poor rear visibility.

A full-colour HUD is standard on the volume 3.0 Premium and shows speed, navigation and safety prompts clearly, but it is not available on the 2.0, the 3.0 or even the flagship A91-CF Edition.

A strict two-seat coupe with no rear bench and no rear LATCH, so a child seat can only go in the front passenger seat; long doors and a hatch with no exterior release make stroller duty awkward.

Standard Pre-Collision with Pedestrian Detection, Lane Departure Warning with Steering Assist and Automatic High Beams are respectable, but full-speed radar cruise, blind-spot monitor, rear cross-traffic alert and parking sensors are package options even on the 3.0 Premium. Neither NHTSA nor IIHS has crash-tested the GR Supra.

Two seats cap the party at two and the 10.2 cu ft hatch is the whole luggage allowance — a couple's weekend car, not a family tourer.

Every 2022 Supra uses the smooth ZF 8-speed automatic (the manual arrived for 2023) and the 3.0's 368 lb-ft arrives low in the rev range, so it is easy in traffic. Against it: a firm ride, poor over-shoulder visibility, low entry/exit, a cramped storage-poor cabin and window-down buffeting.

25 mpg combined from a 382-hp six is good for the class and the 2.0 manages 28 mpg combined, but premium fuel is required (93 octane recommended for the 3.0) and the staggered 19-in Michelin Pilot Super Sports are costly and short-lived.

At 172.5 in long with a 34.1 ft turning circle it threads through cities easily, but thick pillars and shallow glass hurt visibility, and parking sensors and blind-spot monitor are extra-cost even on the 3.0 Premium.

No tow rating, minimal payload and a 10.2 cu ft hatch as the only cargo hold.

The BMW B58 six and ZF 8HP are robust high-volume units, but 4.5 in of ground clearance, summer tires and Alcantara/leather trim make it the wrong tool for abusive use.

No bed, no AC power, no tie-down provision of consequence and no upfit ecosystem.

Adaptive suspension, a relaxed 8-speed and 30 mpg highway on a 13.7-gal tank give roughly 400 highway miles between stops. It falls short of a true GT on noise, the firm pre-2023 ride tune and seats Edmunds says lack long-distance comfort; adaptive cruise costs extra.

Rear-drive only, 4.5 in of ground clearance and staggered summer tires rule out anything beyond paved roads; no tow rating or roof rails.

The 10.2 cu ft liftback beats most two-seat rivals and swallows a couple of carry-ons, but nothing folds, cabin storage is poor and there are no roof rails.

A 97.2-in wheelbase, 50:50 balance, active rear differential and adaptive dampers make the 2022 3.0 nimble and eager to rotate, with skidpad grip above 1.0 g. It sits slightly below the 2023 car, whose re-tuned dampers, stiffer bushings and anti-roll control were added specifically to tame the earlier car's hoppy rear over mid-corner bumps.

Quick, accurate and well-weighted — reviewers call it pin-point — but the electric rack transmits limited genuine feedback, and this predates the 2023 EPS re-tune.

Four-piston Brembo front calipers, large rotors and staggered Michelin Pilot Super Sports on a ~3,400 lb car give short, repeatable stops (about 101 ft from 60 mph in testing of the same-spec car) with a firm, linear pedal.

The B58 turbo inline-six makes 382 hp and 368 lb-ft with near-zero lag, and the Toyota-calibrated ZF 8HP shifts quickly and smoothly — the only transmission offered in 2022.

The inline-six is vibration-free and the car cruises quietly windows-up; deductions are for the partly synthesized engine sound through the speakers and a real exhaust note muted for its displacement despite the active exhaust.

A 97.2-in wheelbase gives a tight 34.1-ft turning diameter, at the best end of the coupe band.

The low, snug seat lines up well with the wheel and the BMW switchgear falls to hand, but small windows, thick pillars and a shallow rear window create big blind spots, a 4.5-in ride height makes entry awkward, and blind-spot monitoring is optional even on the 3.0 Premium.

A short-wheelbase rear-drive coupe with 382 hp and an active diff is a riot, and reviewers of the 2022 car describe it as 'all smiles'. It trails the 2023 car only for lacking the manual, and the synthetic soundtrack takes a little away.

The 3.0 comes with the hardware that matters — adaptive variable suspension, Brembo front brakes, 19-inch wheels, heated power sport seats and the active rear sport differential — and the volume 3.0 Premium adds leather, the 8.8-inch touchscreen with navigation and wireless CarPlay, head-up display, 12-speaker JBL and wireless charging. Held below the top band because the Premium content is a $3,150 step and adaptive cruise, blind-spot monitoring and rear cross-traffic alert still sit in an extra-cost Safety/Driver Assist package.

382 hp, 3.9 s to 60 and an active differential for $52,565 in the 3.0 undercuts the same-platform BMW Z4 M40i and a Porsche 718 Cayman by over $10,000. Offsets: two seats, a small hatch, automatic-only for 2022, and a 2022 Mustang GT or the incoming Nissan Z delivering similar pace for well under $45K.

Four trims spanning about $20,000 (2.0, 3.0, 3.0 Premium and the 600-unit A91-CF Edition) and two engines give real budget choice, but it is one body, rear-drive only, two seats and automatic only — the manual arrived for 2023.

Calendar 2022 US sales fell to 4,952 units, down about 27% from the 6,830-unit 2021 peak — still respectable for a niche sports coupe and ahead of the Z4, but a clear decline trajectory.

The Supra nameplate carries legend status, Gazoo Racing has growing enthusiast credibility, and Toyota's reliability reputation converts into strong resale. The standing drag is the objection that the A90 is a rebodied BMW Z4 with BMW engine and switchgear.

2022 was the peak of the chip-shortage seller's market: GR Supras routinely sold at or above sticker with dealer market adjustments, and factory support was limited to the standard $500 college-graduate and military rebates through Toyota Financial Services. Little to negotiate for buyers this year.

2022 is the third US model year of the A90 and essentially a carry-over of the 2021 update (382-hp B58, 2.0 four), with only the A91-CF Edition and minor changes added. Platform and BMW iDrive-era cabin still date to the 2019 debut; the significant manual-transmission update arrived the following year.

Well reviewed — Car and Driver Editors' Choice in Sports Cars for 2022 and a 4.4/5 KBB expert rating — praised for its chassis and B58 punch. But it missed the 10Best list in 2022 (between its 2021 and 2023 entries), and the automatic-only lineup, BMW-derived cabin, poor rear visibility and awkward ingress drew consistent criticism.