2024 Toyota GR Supra

Scored on the 3.0 as the volume configuration: the BMW-sourced B58 3.0L twin-scroll turbo inline-six makes 382 hp, shared across the 3.0, 3.0 Premium and the 900-unit 45th Anniversary Edition. The 2024 range still opened with the 255 hp 2.0L turbo four, but the six is what the overwhelming majority of US buyers took — which is why Toyota deleted the four for 2025. Strong for a coupe, below the Corvette, AMG GT and 911 variants that anchor the top of this segment.

368 lb-ft held on a plateau from 1,800 to 5,000 rpm is a deep, flat curve for a sports coupe — more than the Nissan Z (350 lb-ft) or a base 911 Carrera (331 lb-ft) — and is why the car pulls hard in any gear rather than only near redline. Identical with either the 6-speed manual or the ZF 8-speed automatic.

Toyota rates the 2024 3.0 at 3.9 seconds to 60 mph with the ZF eight-speed automatic and 4.2 seconds with the six-speed manual; scored on the automatic as the volume configuration, and the manufacturer figure is if anything conservative — Car and Driver's instrumented runs on the 382-hp car returned 3.7 s (auto) and 3.9 s (manual). Comfortably quicker than a Nissan Z (~4.5 s) or a Mustang GT and within a few tenths of a base 911 Carrera, though the Corvette and AMG GT stay ahead.

The B58 is one of the benchmark turbocharged sixes on sale: twin-scroll turbocharging, Valvetronic variable lift and direct injection give it near-zero lag off boost, a linearity unusual for a forced-induction engine, and a hard mid-range surge that carries to redline with inherent inline-six smoothness. That places it at the top of this coupe field alongside the AMG GT and BMW 8 Series; the criticisms are piped/enhanced cabin sound and an exhaust note less charismatic than a naturally aspirated V8 or flat-six.

The volume configuration's ZF 8HP eight-speed automatic is the class reference — fast, decisive, never hunting, with well-judged paddle response and launch control — and the 6-speed manual (offered on the 3.0 grades, including the 45th Anniversary Edition) has rev-matching, a shorter final drive than the automatic, a short throw and a deliberately weighted 200-gram knob, if still a half-step behind the very best units from Honda or Porsche. Offering two genuinely good gearboxes at no price penalty is more choice than most rivals in this class give you; the 2.0 grade is automatic-only.

Rear-wheel drive only — no AWD has ever been offered on the MkV Supra in any market or trim, and 2024 is no exception. That is a deliberate sports-car choice rather than a defect, but on this item it is a bottom-band result: rivals like the Porsche 911 (Carrera 4/4S) and Corvette (E-Ray) do offer all-wheel drive, and all-weather traction here is limited to the active limited-slip rear differential and stability control.

2024 is the last year the Supra offered a genuine choice of engines: the 255 hp 2.0L turbo four at $45,540 and the 382 hp 3.0L turbo six from $54,500, with the six also offered with either a manual or an automatic. Two distinct powertrains covering different price points puts it at the bottom of the middle band — but there is no hybrid, PHEV or EV variant, and never was, which caps it well short of the top band. Worth noting this is the wider year: for 2025 the four was dropped and the lineup collapsed to a single engine.

The volume 2024 GR Supra is the 382-hp BMW-sourced B58 3.0L turbo inline-six with the ZF eight-speed, EPA-rated 26 mpg combined; the six-speed manual (offered on 3.0, 3.0 Premium and the 900-unit 45th Anniversary Edition) drops to 21 mpg, and the 255-hp 2.0L four — in its final US model year, dropped for 2025 — is the lineup's efficiency leader at 27 mpg. Even the best of those sits near the floor of the 22–60 mpg coupe band, which is anchored by hybrid GTs.

23 mpg city is respectable for a ~3,400-lb rear-drive coupe making 382 hp, helped by the eight-speed's coasting function and stop-start; the manual's shorter final drive and absence of those aids cost it four mpg. Against a 20–60 mpg coupe band set by hybrids it still lands in the bottom tenth.

31 mpg highway is the 2024 Supra's strongest efficiency number — tall top gears in the ZF eight-speed plus a slippery body make it a genuinely usable interstate car, and the six matches the four-cylinder here. It still lands low in the 26–58 mpg coupe band because that band is anchored by hybrid grand tourers.

The 13.7-gallon tank is small even by sports-car standards, so a decent 26 mpg combined still yields only about 356 miles between fills — roughly 288 for the manual, and far less if the car is driven the way it invites. Weak against the 280–650 mi coupe band.

At EPA label assumptions — 15,000 mi/yr on the 55/45 city/highway split — 26 mpg combined burns about 577 gallons a year, and the mandatory premium grade pushes the bill to roughly $2,500. That is toward the expensive end of the $600–$2,800 coupe band, and the manual's 21 mpg makes the enthusiast's choice about $590/yr costlier.

Premium is required, not merely recommended, and the volume 3.0 asks for 93 octane — the costliest grade at the pump — putting this near the bottom of the 0–49 band and well below the Mustang's 45, where premium is only recommended. There is no E85, diesel, or plug-in alternative, and the 13.7-gallon tank means the surcharge is paid often. Two things keep it off the floor: Toyota permits 89 AKI as a limp-along substitute with reduced performance, and 2024 was the last year the 2.0 was offered, giving buyers a trim that asks only 91 — a choice the 2025 lineup no longer has, which is why this now scores two points above the otherwise-identical 2025 car.

NHTSA has never run NCAP testing on the A90/J29 GR Supra and did not test the 2024 model year either — routine for a low-volume two-seat sports car (2,615 US sales in 2024). Estimated at 4 stars from the shared BMW G29 structure and the standard front/side/curtain/knee airbag complement, with no tested result to lean on.

IIHS has never crash-tested the GR Supra in the A90 generation, so the 2024 car carries no Top Safety Pick award and not one individual Good crashworthiness result. Untested with no known structural concerns and a modern BMW-engineered body earns the low end of the mid band rather than the untested-with-concerns floor.

Standard across all four 2024 trims (2.0, 3.0, 3.0 Premium, 45th Anniversary Edition): Pre-Collision System with Pedestrian Detection, Lane Departure Warning with Steering Assist, Automatic High Beams, rearview camera, Hill Start Assist and the full airbag set. Adaptive cruise, blind-spot monitoring and rear cross-traffic alert are standard on no trim at all, and on the volume 2.0/3.0 cars they are locked inside a $3,485 Safety & Technology Package bundled with JBL audio and wireless CarPlay — a costlier, more restrictive path to core ADAS than the standalone Driver Assist Package the 2025 car uses.

The Pre-Collision System with Pedestrian Detection is standard on every 2024 trim and runs BMW-derived camera/radar hardware that earns Acceptable-to-Good vehicle-to-vehicle results elsewhere in that lineup, but the Supra has no IIHS front crash prevention result in any year. Competent-modern-system credit without measured avoidance data or any confirmation of nighttime pedestrian performance; low-speed parking-sensor emergency braking is optional rather than standard.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on no 2024 trim, and access is fragmented: 2.0 and 3.0 buyers must take the $3,485/$2,960 Safety & Technology Package, while 3.0 Premium and 45th Anniversary buyers use the Driver Assist Package. Coverage is alert-only with no steering or braking intervention, and no surround-view camera is offered at any price — a serious gap on a car with this much rear-quarter blindness.

Lane Departure Warning with Steering Assist is standard on all four 2024 trims and gives a corrective nudge where markings are detected, but there is no lane-centering function at any trim or option level — the Supra offers neither BMW's Active Lane Keeping nor Toyota's Lane Tracing Assist, so nothing will hold the car mid-lane on a highway.

Full-Speed Range Dynamic Radar Cruise Control is smooth and stop-and-go capable behind the ZF eight-speed, but in 2024 it reaches only automatic-transmission cars and only through a paid package — manual cars get plain fixed-speed cruise even when their owners buy the Safety & Technology or Driver Assist package. With 65% of 2024 US Supras sold as manuals, most buyers of this model year got no adaptive cruise at all, and no highway-assist mode pairs it with lane centering.

No hands-free highway driving is offered on the 2024 GR Supra in any trim or package. Toyota's hands-off capability was confined to Lexus flagships in 2024, and neither the Supra nor its BMW Z4 twin carries the driver-monitoring camera or HD-mapping hardware such a system requires.

Auto-leveling LED headlights with a two-level six-lens cluster, integrated LED daytime running lights and standard Automatic High Beams are fitted across the whole 2024 range, so there is no trim-based lighting penalty on the volume car. Held to the middle of the band because IIHS has never evaluated Supra headlights and no steering-responsive adaptive function is offered at any price.

Forward sightlines over the low cowl are acceptable, but side and rearward visibility is among the worst in the segment — shallow side glass, thick C-pillars and a narrow rear window leave a large blind zone over the driver's shoulder. Compensation is thin for 2024: the rearview camera is the only standard aid, blind-spot monitoring and parking sensors sit behind a $3,485 package on the volume trims, and no surround-view camera is available.

The MkV GR Supra is a strict two-seater — behind the seats there is only a parcel shelf and a small storage bin, no rear bench of any kind. Every 2024 configuration shares the same two-place cabin, including the 900-unit 45th Anniversary Edition, which is a $6,725 package layered on the 3.0 Premium rather than a different body.

38.3 in is above the coupe-band midpoint and genuinely good for a low double-bubble-roof sports car, helped by the fact that Toyota offers no sunroof on any 2024 trim so there is no headroom penalty to note. Tall drivers still sit with the roof close, but the number is competitive.

42.2 in lands mid-pack in the 40–44 in coupe band — enough for six-footers to stretch out on a long drive, which supports the Supra's grand-touring bandwidth. The deep seat bolsters and tall center console make the cabin feel narrower than the legroom figure suggests.

10.2 cu ft sits at the very bottom of the 10–20 cu ft coupe band, which is calibrated against four-seat coupes whose rear seats fold. Judged against actual sports cars the Supra is the practical one — the liftback opening swallows two carry-ons and it beats the Nissan Z and MX-5 — but with no rear seats there is no way to expand it.

Small-item storage is the Supra's weakest practical trait: a compact glovebox, door pockets reviewers describe as good for a granola bar and a set of keys, a token bin behind the seats, and cupholders sited where an armrest bin would normally sit, so occupied cups foul the rotary infotainment controller. No clever packaging solutions offset any of it.

The sport seats earn repeated praise for support over long stints — deep bolsters that hold you through corners without going numb on a highway leg, heated and power-adjustable from the 3.0 up and full leather-trimmed on 3.0 Premium. Points come off because the bolsters feel confining across the shoulders for broader drivers, the leather is unperforated and breathes poorly, the entry 2.0 has manual seats only, and there are no rear seats to comfort at all.

Adaptive Variable Sport suspension is standard, and the chassis and damper retune that arrived with the six-speed manual carries across the 2024 range, giving the Supra unusually wide bandwidth for a short-wheelbase sports car — genuinely calm as a GT cruiser in Normal. It remains firm by mainstream standards, and because occupants sit almost over the rear axle, big vertical inputs land hard.

Road and wind noise are present but never punishing, and the fixed roof plus BMW-sourced body structure keep things tighter than in an open-top rival. Induction and exhaust noise are deliberately piped in rather than isolated, especially in Sport, so this is average-for-segment rather than quiet in absolute terms.

Dual-zone automatic climate control is standard on every 2024 trim including the base 2.0, and the volume 3.0 adds heated power sport seats, with full leather, a color head-up display and wireless charging on 3.0 Premium and the 45th Anniversary Edition. The list stops there — no ventilated seats, no heated steering wheel, no rear climate (no rear seats) and no remote pre-conditioning — and the entry 2.0 goes without heated seats entirely.

For 2024 the four-cylinder 2.0 was still the entry point, so the nameplate's base price stayed under $47k even after an across-the-board increase of roughly $2,000 versus 2023. That keeps this item mid-band for a coupe — and materially better than 2025, when Toyota deleted the 2.0 and the base price jumped to the mid-$57k range.

The inline-six cars account for the great majority of US GR Supra sales, and the 3.0 Premium — leather, 8.8-inch touchscreen with navigation, 12-speaker JBL audio, head-up display, wireless charging — is the volume configuration at $58,745 with destination. That sits just above the coupe volume-trim band ceiling of $58,000, so the pipeline floors this item.

Published estimates diverge sharply — CarEdge models about $363/yr in scheduled maintenance across the first five years, while KBB's cost-to-own tool runs roughly $1,314/yr in maintenance plus about $2,535 in repairs. Settling near $4,200 accounts for BMW B58 parts and staggered performance tires while crediting Toyota service pricing and ToyotaCare's first two years, and still lands comfortably better than the coupe-segment midpoint.

The MkV GR Supra is among the strongest value-holders in the sports-car class — low volume, enthusiast demand, a Toyota badge, and (from 2023 on) an available manual keep used prices firm, and the announced end of production in March 2026 should support residuals further. Retention sits above the coupe band ceiling of 65%, so the item maxes out.

Standard Toyota new-vehicle limited warranty of 36 months/36,000 miles — the industry floor and the bottom of the coupe band, with no sports-car-specific extension despite the premium price.

Toyota's standard 60-month/60,000-mile powertrain coverage sits at the very bottom of the 5–10 year coupe band — notably short given the BMW-sourced B58 turbocharged inline-six under the hood.

ToyotaCare covers 2 years/25,000 miles of scheduled maintenance plus 2 years of 24/7 roadside assistance — real but short, running out before the first big-ticket service on a turbo six. The complimentary one-year NASA membership, including a free High Performance Driving Event, is a genuine enthusiast perk rather than a cost offset. Mid-band: better than the German rivals that include nothing, well short of a multi-year maintenance plan.

$58,745 volume-trim price minus its estimated resale value after 5 years (70% retained, or about $41,122) leaves about $17,624 in depreciation. Add the projected $4,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,824 in total.

Signals are genuinely mixed for the 2024 model year: J.D. Power scores the 2024 GR Supra 63/100 for Quality & Reliability, which lands in its 'Fair'/below-average band, and its own owner panel names quality the car's weakest attribute — yet Consumer Reports has no statistically usable model-specific sample and expects the Supra to beat the average new car on Toyota-brand data. The BMW-sourced hardware is the variable: the mechanicals are well-proven, the model-level ownership data is thin and not flattering.

Toyota is the strongest mainstream nameplate in both studies that matter for a 2024 car — it reclaimed first place in Consumer Reports' brand reliability survey with a score of 66, and it ranked highest among mass-market brands in the 2024 J.D. Power U.S. Vehicle Dependability Study, with sibling Lexus highest overall for a second straight year. Scored a notch under the brand's raw standing because the GR Supra is engineered and assembled outside Toyota's own system: BMW supplies the powertrain, electronics and switchgear, and BMW sits mid-pack in the same surveys.

No NHTSA safety recall was open against the 2024 GR Supra at launch, but the model year was subsequently swept into BMW's 318,495-vehicle starter-motor fire campaign — 270 US Supras from 2023–2024, all of them the B48 four-cylinder, with owners told not to leave the car unattended while running. That is a serious defect class (thermal event) even though the exposure is tiny and does not touch the volume 3.0 six-cylinder; earlier A90 campaigns for fuel-tank welds and steering tie rods landed on 2019–2021 cars, so this generation's record is otherwise light.

The volume 2024 configuration is BMW's B58 turbocharged 3.0-liter inline-six with the ZF eight-speed automatic or the BMW-derived six-speed manual — one of the best-documented modern performance powertrains, with a closed-deck block, four Wards 10 Best Engines wins and a broad owner record of 150,000–200,000 miles on routine service. Held out of the 90s by the family's known cooling-system weak points (plastic expansion-tank cracking, premature water-pump failure) and scattered valve-cover and oil-filter-housing seepage.

The cabin is essentially the BMW Z4's — iDrive-based 8.8-inch infotainment, BMW rotary controller, steering wheel, gear selector and even the warning chimes — which reviewers describe as a pleasant, near-luxury space assembled from good materials but not quite to BMW's own standard. It reads better at 2024's pricing than it will after the cheap trim is deleted, but it still sits behind the Lexus LC and Porsche 911 cabins in this segment.

Assembly is a real strength — the Supra is built alongside the BMW Z4 at Magna Steyr in Graz, and reviewers consistently describe tight, solid construction with no rattle or panel-gap complaints. Trimmed slightly below the segment's best because J.D. Power's 2024 owner panel singled out quality as the car's weakest attribute, and US volume is far too low for a formal initial-quality award to corroborate the review-level impressions.

Toyota operates one of the densest dealer and service networks in the US with strong customer-satisfaction standing, so routine maintenance access is never the constraint on a Supra. 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 good half of this item — routing BMW hardware through Toyota's parts pricing makes the Supra dramatically cheaper to keep than its mechanical twin, and the B58 enjoys a large tuning and hard-parts aftermarket. Availability is the bad half: BMW-sourced components ordered through the Toyota system draw documented multi-month backorders, and US volume is small enough that dealer stocking is thin — which is what holds this below a mid-pack score.

Every 2024 US GR Supra carries the same 8.8-inch center display — the 6.5-inch base screen of the earliest A90 cars is gone — and there is no larger option anywhere in the lineup. On the volume 3.0 Premium it is a touchscreen that can also be driven by the BMW-style rotary controller.

The system is BMW iDrive wearing Toyota graphics, and that is mostly a compliment — the rotary controller plus shortcut buttons is one of the better ways to work a menu at speed, response is quick, and the physical climate controls are untouched. It loses ground for being several BMW generations old by 2024: modest 8.8-inch real estate, dated menu styling, and no touch input at all unless you buy up to the Premium or option the package.

Half the equation is handled well and half is missing outright: wireless Apple CarPlay is standard on the volume 3.0 Premium (and bundled into Supra Connect Extended Services on lower grades via the Safety & Technology package), but Android Auto is not offered on any 2024 GR Supra at any price — a gap the mechanically identical BMW Z4 does not have. That single omission caps this item near the bottom of the middle band.

The volume trim gets real embedded navigation with real-time traffic plus BMW-derived voice command with cloud-side 'online speech processing,' so both boxes are ticked — but it is the pre-natural-language BMW assistant working from a dated map interface, and most owners default to CarPlay for routing. Lower grades have no native nav at all until Supra Connect is added.

The volume 3.0 Premium ships the 12-speaker, 500-watt JBL system — a genuinely strong setup for a small two-seat cabin — and the plain 3.0's 10-speaker 205-watt unit is respectable. The score is held out of the 80s by the 2.0's four-speaker base system, which is barely adequate in a $46,000 car, and by the fact that no higher-end audio option exists above the JBL.

Unlike most of the cabin this piece is bespoke to the Supra rather than lifted from BMW: a full-digital, high-resolution cluster standard on every trim with a center-mounted tachometer, digital speed readout and flanking bar-graph gauges, and it reads cleanly at speed. It stops short of the top band because the layout is essentially fixed — there is none of the multi-view reconfigurability BMW's own Live Cockpit offers.

Over-the-air capability exists but stops at the multimedia layer — Supra Connect can push infotainment and map software to the head unit, with an in-menu update button when one is available. There is no whole-vehicle OTA that adds features or updates powertrain, chassis or driver-assist modules; anything beyond the screen is a dealer flash.

The Supra Connect app covers the basics — vehicle locate, remote lock/unlock, lights and horn, cabin ventilation and send-destination-to-car — but it is a separate BMW-derived app rather than the mainstream Toyota app, there is no remote engine start and no phone-as-key, and the services lapse into a paid subscription after the trial. App-store feedback is middling.

A strict two-seat cabin needs less, and the volume 3.0 Premium does get the Qi wireless charging pad, but the wired provision is thin and dated for 2024: a single console USB port plus a 12-volt outlet, USB-A rather than USB-C, and no household or auxiliary power anywhere. Nothing here is fast-charge capable.

Proximity smart key with hands-free entry and push-button start is standard across the 2024 lineup, so the everyday convenience is there on the cheapest car in the range. It sits mid-pack rather than high because the Supra offers no phone-as-key or digital key, no remote engine start from the app, and — being a coupe with a manual liftgate hatch — no hands-free power tailgate.

A rearview camera with parking guide lines is standard on every trim, and front and rear parking sensors with braking come bundled in the Safety & Technology package (standard content on the volume 3.0 Premium). But there is no surround-view camera at any price and no automated parking, which matters more than usual in a car with famously poor over-the-shoulder and rear-three-quarter visibility.

A full-color head-up display is standard equipment on the volume 3.0 Premium — the trim most 2024 buyers actually take — and is a good BMW-sourced unit with clear speed, tach and navigation prompts. It is scored in the upper middle rather than the top band because it is genuinely unavailable further down the range: the 2.0 and base 3.0 cannot be optioned with it.

The 2024 GR Supra is a strict two-seat coupe (J29/DB, shared with the BMW Z4) with no rear bench, no LATCH anchors and no place to put a child seat other than the front passenger seat with the airbag disabled. Long frameless doors, a low sill and a hatch that has no exterior release make even stroller duty awkward.

Standard content is decent for a sports car — pre-collision with pedestrian detection, lane departure alert with steering assist, automatic high beams and road sign assist — but blind spot monitor, rear cross-traffic alert, parking sensors and adaptive cruise are bundled into an optional Safety and Technology package on the 2.0/3.0 and only standard on the 45th Anniversary Edition. Neither IIHS nor NHTSA has crash-tested the GR Supra, so there are no third-party ratings for a family to lean on, and there is no rear-occupant alert because there is no rear seat.

Two seats caps the party at two people, and the 10.2 cu ft hatch area is the entire luggage allowance — no rear amenities, no second-row climate, no entertainment. It works as a couple's weekend car, not a family tourer.

Far easier to live with daily than most sports cars: the ZF 8HP automatic is smooth and unobtrusive in traffic, the B58 inline-six has 368 lb-ft from 1,800 rpm so it never needs revving, and the BMW-sourced switchgear and supportive seats keep fatigue low. Working against it are a firm ride amplified by sitting nearly over the rear axle, poor over-shoulder visibility, a low seating position for curbside entry/exit, and the well-documented Helmholtz wind buffeting with both windows cracked.

26 mpg combined from a 382-hp inline-six is genuinely good and beats most of the sports-car field, but every gallon is premium unleaded, the staggered 255/35 front and 275/35 rear Michelin summer tires are expensive and short-lived, and the manual drops to 21 mpg combined. Servicing a BMW-engineered drivetrain at a Toyota dealer is mid-pack on cost, not cheap.

The footprint helps — 172.5 in long on a 34.1 ft turning circle is small by 2024 standards and threads through city streets easily. The problem is seeing out: tiny glass, thick pillars and a large rear blind spot mean you lean on the standard backup camera, while parking sensors and blind spot monitor cost extra on the 2.0 and 3.0.

No tow rating of any kind, no payload headroom worth quoting, and a 10.2 cu ft hatch as the only cargo hold. Aftermarket hitches exist for bike and cargo carriers only and are explicitly not trailer-rated.

The underlying hardware is sound — the BMW B58 inline-six and ZF 8HP are both long-run, high-volume units with strong service records, and Magna Steyr build quality is good. But 4.5 in of ground clearance, summer rubber, leather/Alcantara trim and BMW-priced consumables make it the wrong tool for anything abusive, and there is no fleet track record because no fleet buys one.

There is nothing here: no bed, no tie-downs of consequence, no onboard AC power, no upfit ecosystem, no washable surfaces. The only work-adjacent accessory is the GR Parts data-logging recorder, which is a track toy.

The Supra was benchmarked as a GT as much as a track car and it shows on the interstate — adaptive dampers on the 3.0, seats that hold up over hours, and 31 mpg highway on a 13.7-gal tank for roughly 380–420 highway miles between stops. It loses ground to a real grand tourer on road and wind noise, on the firm secondary ride, and because full-range adaptive cruise is an option box rather than standard equipment.

Rear-wheel drive with no AWD option, 4.5 in of ground clearance, staggered summer tires and a low front splitter make anything past a paved trailhead a bad idea. No tow rating for a trailer, no roof rails from the factory, and no camping-friendly power outlets or flat-fold surfaces.

For a two-seat sports car the 10.2 cu ft hatch is above average — it clears the Nissan Z's 6.9 and the MX-5's 4.6, testers have fit four soft bags, and a pass-through to the cabin takes longer items (resting on the rear strut brace). But nothing folds, cabin storage is minimal, there are no factory roof rails, and the missing external hatch release makes repeated loading tedious.

The J29/DB chassis was explicitly benchmarked against the Porsche 718 Cayman S, and it delivers: 50:50 weight distribution on a very short wheelbase, 1.04–1.07 g of measured lateral grip, and adaptive variable sport suspension standard on the 3.0. The 2023 chassis revisions carry into 2024 unchanged — retuned dampers for better roll balance, a standard active rear sport differential with a 'Hairpin Plus' mode, and an Anti-Roll Program that intervenes earlier via VSC to blunt the snap oversteer the early cars were known for. It gives up outright capability to a 911 but is more eager to rotate than almost anything at the price.

Toyota re-tuned both the electric power steering hardware and its operating parameters for 2023, and reviewers consistently rate the result better than BMW's own calibration of the same components — quick, accurate, and communicative enough to place the nose confidently. It falls short of the best only in weighting: several testers call it razor-sharp but too light, and the thin rim goes slightly mute at speed.

Four-piston fixed front calipers on 13.7-in rotors under a 3,181-lb curb weight and staggered Michelin Pilot Super Sport rubber produce genuinely short, repeatable stops — 101 ft from 60 mph in instrumented testing and roughly 148 ft from 70 mph. Pedal feel is firm and linear with no regen blending to muddy it, and the car holds up to repeated track stops. Not quite carbon-ceramic-grade fade resistance, but nothing at this price stops better.

The BMW B58 turbo inline-six is one of the smoothest engines in production and delivers all 368 lb-ft from 1,800 rpm, so tip-in is immediate with essentially no turbo lag and no need to downshift in traffic. The ZF 8HP automatic — recalibrated by Toyota with its own software — shifts quickly and unobtrusively, and stop/start restarts are near-imperceptible thanks to inherent inline-six balance. The optional six-speed manual adds an iMT rev-matching function but a notchier action than the drivetrain's otherwise seamless character.

An inline-six is inherently free of the secondary imbalance that makes flat-fours and V6s buzz, so there is essentially no vibration through the controls and the cabin is well isolated for a sports car. The deduction is character rather than harshness: a meaningful share of what you hear under load is DSP-synthesized and played through the speakers rather than real intake or exhaust noise, and owners are split on whether it enhances or cheapens the experience. The real tailpipe note is muted for the displacement.

A 97.2-in wheelbase and a 172.5-in overall length give the Supra a 34.1-ft curb-to-curb turning diameter — at the tight end of the coupe class and a real asset in parking structures and on tight switchbacks.

The seat itself is excellent — low, supportive, well-bolstered, with a good relationship to a reach-and-rake wheel and BMW-sourced switchgear that falls to hand — and the volume trim adds power adjustment and heating. What drags it down is everything outside the glass: gun-slit side windows, a shallow windshield, thick C-pillars and a narrow rear window leave large blind spots, and a 4.5-in ride height with long frameless doors makes ingress and egress a production in tight parking spaces. Blind spot monitoring and parking sensors are optional on the 3.0 rather than standard.

This is what the GR Supra is for. A short-wheelbase rear-drive coupe with 382 hp, an active rear differential, an optional six-speed manual and a genuinely great engine is the enthusiast recommendation in its price bracket — three appearances on Car and Driver's 10Best, four consecutive Editors' Choice awards in the sports car category, and near-unanimous press enthusiasm for the manual specifically. The only marks against pure joy are the synthesized soundtrack and the absence of the extra theatre a naturally aspirated rival brings.

Every 2024 GR Supra arrives with the hardware that actually matters on a rear-drive sports coupe — adaptive variable suspension, an active rear sport differential, Brembo four-piston front brakes, 19-inch forged wheels, Michelin Pilot Super Sport tires, heated seats and forward-collision warning with pedestrian detection, lane-keeping assist and auto high beams — and the volume 3.0 Premium adds the 8.8-inch touchscreen with navigation and wireless CarPlay, 12-speaker JBL audio, color head-up display, wireless charging and heated leather. It loses ground because that Premium content is a $3,150 step up from the 3.0, and blind-spot monitoring and adaptive cruise still sit inside the extra-cost Safety & Technology package on the lower trims.

On a dollars-per-capability basis 2024 is the strongest the A90 ever was in the US: 382 hp, an active differential and a no-cost six-speed manual for $54,500 in the 3.0, against a $68,300 Porsche 718 Cayman and a $66,300 BMW Z4 M40i built on the same platform in the same Graz plant, with a $45,540 four-cylinder 2.0 still holding the bottom of the range. The offsets are real though — two seats, a small hatch, iDrive-7-era infotainment, and a $43,305 Nissan Z or roughly $43,500 Mustang GT delivering most of the thrill for eleven thousand dollars less.

2024 is the widest US GR Supra lineup of the generation — four trims spanning nearly $20,000 (2.0, 3.0, 3.0 Premium and the 900-unit 45th Anniversary Edition), two engines, and a free choice of six-speed manual or eight-speed automatic on every six-cylinder car. It is still one body style, rear-drive only, two seats and a short option sheet, but a buyer genuinely has budget and character choices here that the 2025 car — one engine, two trims — no longer offers.

US volume flattened at the bottom of the generation's curve — 2,615 units in calendar 2024, essentially level with 2023's 2,652 and well under 40% of the 6,830-unit 2021 peak — and the cheaper Nissan Z outsold it through the year. The roughly 65% manual take rate says the buyers who remain are the committed ones, but by any absolute measure this is a slow seller with no growth.

The Supra badge carries genuine legend status, Gazoo Racing has real enthusiast credibility, and Toyota's reliability reputation converts directly into resale strength — the GR Supra took an ALG Residual Value Award for 2024, its second consecutive, which is a hard buyer benefit rather than a marketing line. The persistent drag is the enthusiast objection that the A90 is a rebodied BMW Z4 with a B58 engine and BMW switchgear.

Buyers get very little help on a 2024 Supra: the reliable offers are the perennial $500 college-graduate and $500 military rebates through Toyota Financial Services, with only intermittent small customer-cash and lease programs on top and no subvented APR of consequence. Low allocation on a halo car leaves dealers little reason to discount — the launch-era market adjustments are gone, but expect to transact near sticker, especially on a manual or the 45th Anniversary Edition.

2024 is the fifth model year of the A90, on sale in the US since MY2020 with no redesign and no mid-cycle refresh — the year's only news is the 900-unit 45th Anniversary Edition and a Hazelnut interior color, both cosmetic. The platform, the styling and the BMW iDrive-7-era cabin all date to the 2019 Detroit debut, and while the 2022 addition of the manual gearbox was a genuine mid-life improvement, this generation is visibly past its midpoint.

The 2024 car was reviewed warmly and near-universally — the manual transmission rehabilitated the Supra's standing with the enthusiast press, and it holds a strong aggregate score and a top-ten placing among luxury sports cars. It stops short of the top band because it rarely wins a comparison test outright against a 718 Cayman or BMW M2, the fake vents and aging infotainment remain standing criticisms, and its Car and Driver 10Best run (2020, 2021, 2023) did not extend to the 2024 list.