2025 Toyota GR Supra

2025 is the first model year in which every US GR Supra runs the BMW-sourced B58 3.0L twin-scroll turbo inline-six at 382 hp: the 255 hp 2.0L turbo four was dropped from the US range for 2025, leaving the 3.0 and 3.0 Premium grades with identical output. Strong for a coupe but below the Corvette, AMG GT and 911 variants that anchor the top of this segment.

368 lb-ft on a plateau running 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 Porsche 911 Carrera (331 lb-ft) — and it is why the car feels quick in any gear rather than only near redline.

Toyota rates the 2025 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 figure as the volume configuration. That is comfortably quicker than the 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 are quicker still.

The B58 is one of the benchmark turbo sixes on sale: reviewers consistently describe near-zero lag off boost (helped by Valvetronic variable lift, direct injection and a twin-scroll turbo), a linearity unusual for a boosted engine, and a hard mid-range surge that carries to redline with inherent inline-six smoothness. That puts it at the top of this coupe field alongside the AMG GT and BMW 8 Series; the main 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 six-speed manual retained for 2025 gets rev-matching and a short, mechanically satisfying throw, if still a step behind the very best units from Honda or Porsche. Two genuinely good gearboxes at no extra cost is more choice than most rivals in this class offer.

Rear-wheel drive only — no AWD has ever been offered on the MkV Supra in any market or trim, and 2025 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.

One engine, take it or leave it. 2025 is the year the lineup actually narrowed: the 255 hp 2.0L turbo four was cut from the US range, so both remaining trims share the 382 hp turbo six, and no hybrid, PHEV or EV Supra was ever offered. The manual-or-automatic choice earns a handful of points over single-gearbox rivals, but transmissions are not powertrains — and the 2025 range is genuinely narrower than 2020–2024.

For 2025 Toyota dropped the 2.0L four entirely, so every US GR Supra is the 382-hp BMW-sourced B58 3.0L turbo inline-six; the volume eight-speed automatic is EPA-rated 26 mpg combined and the six-speed manual 21 mpg. That sits near the floor of the 22–60 mpg coupe band, but it is the best number the MkV ever posted and comfortably ahead of V8 rivals like the Corvette (19) and the Nissan Z manual (20).

23 mpg city is decent for a ~3,400-lb rear-drive coupe making 382 hp, helped by the ZF eight-speed's coasting and stop-start; the manual's shorter gearing and lack of those aids drop it to 19 mpg. Still only a fifth of the way up the 20–60 mpg coupe band, which is set by hybrids.

31 mpg highway is the GR Supra's strongest efficiency figure — tall top gears in the eight-speed plus a slippery 0.31-ish drag coefficient make it a genuinely usable interstate car. It lands low in the 26–58 mpg coupe band only because that band is anchored by hybrid grand tourers.

The 13.7-gallon tank is small even by sports-car standards, so even a respectable 26 mpg combined 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, 55/45 city/highway — 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, though about $100 cheaper than the 2026 Supra and $600 cheaper than the manual Nissan Z.

Premium 91-octane unleaded is required, not merely recommended, for the turbocharged B58 — squarely in the 0–49 band. There is no E85, diesel, or plug-in alternative, and the small 13.7-gallon tank means the premium surcharge is paid often. Toyota does allow 89 octane as a limp-along substitute with reduced performance, which is why this is not scored at the very bottom.

NHTSA has never run NCAP testing on the A90 GR Supra, and 2025 is no exception — routine for a low-volume two-seat sports car. Estimated at 4 stars from the shared BMW G29 structure and the full front/side/curtain/knee airbag complement, with no tested result to lean on.

IIHS has not crash-tested the GR Supra in the A90 generation, so there is no Top Safety Pick award and not one individual Good crashworthiness result on record for 2025. 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 on both 2025 trims (3.0 and 3.0 Premium, after the 2.0 four-cylinder was dropped): Pre-Collision System with Pedestrian Detection, Lane Departure Warning with Steering Assist, Automatic High Beams, rearview camera with parking guidelines and Hill Start Assist. Adaptive cruise, blind-spot monitoring and rear cross-traffic alert all sit behind the $1,195 Driver Assist Package on both trims — a thinner standard suite than a GR86 costing half as much.

The Pre-Collision System with Pedestrian Detection is standard on every 2025 trim and runs the BMW-derived camera/radar hardware that earns Acceptable-to-Good vehicle-to-vehicle results elsewhere in that lineup, but the Supra itself has no IIHS front crash prevention result. Competent-modern-system credit without measured avoidance data, and nothing confirming nighttime pedestrian performance.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on neither 2025 trim — they arrive only with the optional Driver Assist Package. Coverage is alert-only with no steering or braking intervention, and no surround-view camera is offered at any price; the package's parking sensors with emergency braking are the only active rear system. A serious gap on a car with this much rear-quarter blindness.

Lane Departure Warning with Steering Assist is standard on both 2025 trims and gives a corrective nudge above 30 mph where markings are detected, but there is no lane-centering function at any 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, reflecting the car's BMW underpinnings — but it is a $1,195 option rather than standard, and six-speed manual cars get plain fixed-speed cruise control instead. No highway-assist mode pairs it with lane centering.

No hands-free highway driving is offered on the 2025 GR Supra in any trim or package. Toyota's hands-off capability (Lexus Teammate) is confined to Lexus flagships, and neither the Supra nor its BMW Z4 twin carries the driver-monitoring camera and HD mapping hardware such a system requires.

Six-lens auto-leveling LED headlights with integrated DRLs and standard Automatic High Beams are fitted to both 2025 trims, so there is no trim-based lighting penalty. Held to the middle of the band because IIHS has never rated Supra headlights and no steering-responsive adaptive function is offered at any price.

Forward sightlines over the low cowl are fine, but rearward and over-the-shoulder visibility is among the worst in the segment: a shallow hatch window, heavy rear buttresses and thick trim around the backlight leave a large blind zone behind the quarter window. Compensation is minimal — the standard rearview camera is clear but is the only standard aid, with parking sensors and blind-spot monitoring optional and no surround-view camera available.

The MkV GR Supra is a strict two-seater with no rear bench at all — a parcel shelf and a small storage bin sit behind the seats. For 2025 the four-cylinder 2.0 was dropped, leaving 3.0 and 3.0 Premium, but both remain two-place cabins.

38.3 in is genuinely good for a low double-bubble-roof sports coupe and is helped by the fact that no sunroof is offered on any 2025 trim, so there is no headroom penalty to note. Taller drivers still sit with the helmet-friendly roof close, but the number is above the coupe segment midpoint.

42.2 in of front legroom lands mid-pack in the 40–44 in coupe band — enough for six-footers to stretch out on a long drive, which is a real part of the Supra's grand-touring bandwidth, though the deeply bolstered sport seats and high console make the cabin feel tighter than the number suggests.

10.2 cu ft sits at the very bottom of the 10–20 cu ft band the framework uses for coupes, because that band is calibrated against four-seat coupes with folding rear seats. In sports-car terms the Supra is actually the practical one — it beats the Nissan Z (6.9) and MX-5 (4.6) and the liftback opening swallows two carry-ons — but with no rear seats to fold there is no way to expand it.

Small-item storage is the Supra's weakest practical trait: a shallow glovebox, thin door pockets, a token bin behind the seats, and cupholders positioned where an armrest bin would normally be — occupied cups foul the iDrive-style rotary controller. The Premium's wireless charging pad is too small for a large phone. No clever packaging solutions to offset any of it.

The 14-way power sport seats are repeatedly praised for long-stint support — deep bolsters that hold you through corners without going numb on a highway leg, and leather trim standard on Premium. Points come off because the bolsters are pinchy for broader-shouldered drivers and there are no rear seats to comfort at all, only a parcel shelf.

Adaptive Variable Sport suspension is standard and, after the chassis retune this generation received, gives the Supra unusually wide bandwidth for a short-wheelbase sports car — genuinely calm as a GT cruiser in Normal. It is still firm by any mainstream standard, and because occupants sit almost over the rear axle, sharp expansion joints and broken pavement come through hard.

Wind and road noise are well suppressed for a two-seat sports car — the fixed roof and BMW-sourced body structure help, and there is no convertible-top penalty. Engine and exhaust noise are deliberately present rather than isolated, and reviewers flag severe buffeting with the windows down at speed, so it is composed for the segment but nowhere near library-quiet in absolute terms.

Dual-zone automatic climate control and heated front seats are standard on both 2025 trims (3.0 and 3.0 Premium) — solid baseline coverage now that the stripped-out 2.0 is gone. But the list stops there: no ventilated seats, no heated steering wheel, no rear climate (no rear seats), and no remote pre-conditioning; wireless charging and the head-up display require the Premium.

For 2025 Toyota deleted the four-cylinder 2.0 trim, so the inline-six 3.0 becomes the entry point — the nameplate's base price jumps $9,810 year-over-year (to $57,345 from $47,535), even though the equivalent six-cylinder car rose only $850. That is well above the coupe band ceiling of $55,000, so the pipeline floors this item.

The 2025 lineup is just 3.0 and 3.0 Premium (each with 6-speed manual or 8-speed automatic); the Premium — leather, JBL audio, head-up display, wireless charging — is the volume seller at $59,400 plus $1,095 destination. Above the coupe volume-trim band ceiling of $58,000.

Estimates diverge sharply — CarEdge puts 5-year maintenance and repair at $1,814 and RepairPal at ~$561/yr, while KBB models roughly $1,314/yr ($6,574 over five years). Splitting the difference at ~$4,200 accounts for BMW B58 parts pricing and staggered performance tires, offset by Toyota reliability and ToyotaCare covering the first two years of scheduled service. Still comfortably better than the coupe-segment midpoint.

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

Standard Toyota new-vehicle limited warranty of 3 years/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 5-year/60,000-mile powertrain coverage sits at the very bottom of the 5–10 year coupe band — notably short given the BMW-sourced B58 inline-six and turbocharger.

ToyotaCare covers 2 years/25,000 miles of scheduled maintenance plus 2 years of 24/7 roadside assistance — a real but short included-service period that runs out before the first big-ticket service on a turbo six. The Supra-specific one-year NASA membership (high-performance driving event access) is a genuine enthusiast perk rather than a cost offset, and a Safety Connect/connected-services trial is included. Mid-band: better than the German rivals that include nothing, well short of a multi-year plan.

$60,495 volume-trim price minus its estimated resale value after 5 years (66% retained, or about $39,927) leaves about $20,568 in depreciation. Add the projected $4,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,768 in total.

Consumer Reports predicts the Supra to be more reliable than the average new car, extrapolating from Toyota-brand data, and the 2025 model year carries zero NHTSA owner complaints so far. Confidence is held at MEDIUM because CR's own sample for a car this low-volume is too small for a statistically confident model-specific rating, and dropping the 2.0-liter for 2025 leaves the BMW-sourced B58 six as the only variable.

Toyota is the strongest mainstream brand in the two studies that matter: first in Consumer Reports' 2025 Annual Auto Reliability Survey (66 points, ahead of Subaru's 63) and third among mass-market brands in the 2025 J.D. Power VDS at 162 PP100, with sibling Lexus ranked highest overall at 140 PP100. Scored a notch below the brand's raw standing because the GR Supra is engineered and assembled outside Toyota's own system — BMW supplies the powertrain and electronics, and BMW sits mid-pack at 58 in the same CR survey.

No safety recall has been issued against the 2025 GR Supra specifically, and the A90 generation's notable campaigns all landed on earlier years or on the four-cylinder the 2025 no longer offers: fuel-tank welds (2020–2021), steering tie rods (2019–2020 Z4/2020 Supra, NHTSA 20V355000), and three separate starter-motor fire/failure recalls covering roughly 2020–2024 four-cylinder cars, including the July 2026 BMW campaign that swept in only 270 2023–2024 Supras. Confidence is MEDIUM because dealer-run SEO recall pages aggregate all A90 campaigns under a '2025' heading, which overstates the exposure of this model year.

The 2025 Supra is 3.0-only, so every car uses BMW's B58 turbocharged 3.0-liter inline-six paired with a ZF eight-speed automatic or the BMW-derived six-speed manual — arguably the best-documented modern BMW powertrain, with a Wards 10 Best Engines win in four separate years and a broad owner record of 150,000–200,000 miles on routine maintenance. Held below the 90s by the family's known cooling-system weak points (plastic expansion tank cracking, early water-pump failure) and scattered valve-cover/oil-filter-housing seepage, plus reports of above-normal oil consumption on early 3.0 cars.

The cabin is well assembled from decent materials, but the switchgear, gear selector, steering wheel and infotainment are lifted from a superseded BMW generation, and reviewers consistently note it does not read as premium against a $57,345 entry price — a real problem now that the cheap 2.0 trim is gone and every Supra is priced in Premium territory. That places it clearly behind the Lexus LC and Porsche 911 cabins in this segment while remaining a step above what a Toyota-sourced interior would deliver.

Assembly quality is a genuine strength — the car is built alongside the BMW Z4 at Magna Steyr in Graz, and reviewers describe it as solidly screwed together with consistent panel work and no rattle complaints. The 2025 model year has drawn no NHTSA owner complaints, which supports a strong initial-quality read even if the volume is too low for a formal IQS model award.

Toyota runs one of the densest service networks in the US with strong customer-satisfaction standing, so routine maintenance access is never the constraint. The deduction is GR-specific: the drivetrain, electronics and diagnostics are BMW, and Toyota service departments have limited depth on that hardware — owners report having to educate their own dealer, and Toyota stores cannot cross-order from BMW.

Running cost is the good half of this item — Toyota prices routine service far below its mechanical twin, and the B58 supports a large tuning and hard-parts aftermarket. Availability is the bad half: BMW-sourced components routed through the Toyota parts system produce documented multi-month waits with no ETA, and US volume is small enough that dealer stocking is thin, which is what pulls this below a mid-pack score.

The 8.8-inch center display is the only screen offered on either 2025 trim (3.0 and 3.0 Premium), operated by the Supra Command rotary controller with touch capability on the volume 3.0 Premium. Unchanged since the A90's 2020 launch and small for a $60k car.

Supra Command is BMW iDrive 7 under Toyota graphics: logical menu structure, quick response, and a console rotary controller with shortcut keys that stays usable at speed — a genuine strength versus most Toyota units. Marked down because it is a generation behind the iDrive 8 in the BMW Z4 and M2 it shares hardware with, on a smaller display.

Wireless Apple CarPlay is standard on the volume 3.0 Premium (packaged on the base 3.0), but Android Auto is not offered on the GR Supra in any form — wired or wireless — leaving roughly half of US phone owners on Bluetooth. Half credit: excellent for iPhone owners, nothing for Android.

Native navigation with real-time traffic is standard on the volume 3.0 Premium and inherits BMW's competent map engine, plus send-to-car destinations from the Supra Connect app. Voice recognition is the older command-list iDrive 7 implementation rather than a natural-language assistant, so most owners default to CarPlay.

The volume 3.0 Premium ships with a 500-watt 12-speaker JBL surround system that reviewers rate as genuinely good in a small two-seat cabin; the base 3.0 gets a 10-speaker setup. Strong for the class but short of the Burmester/Bowers & Wilkins systems in pricier coupes.

A full-digital 8.8-inch cluster is standard on both 2025 trims, with a center-mounted speedometer ringed by the tachometer — a clear, sports-car-appropriate layout. Held back by limited configurability and plain graphics for the price.

Supra Connect delivers over-the-air updates to the Audio Multimedia system and map data only — there is no whole-vehicle OTA program that adds features or revises powertrain/chassis behavior. Squarely in the infotainment-only band.

The standalone Toyota Supra Connect app (not the regular Toyota app) offers Remote Cockpit functions — lock/unlock, vehicle finder, light flash, horn, cabin ventilation and send-to-nav — on iOS and Android. No remote engine start and no phone-as-key, and services lapse to a paid subscription after the trial, a documented owner friction point.

The Qi wireless charging tray is standard on the volume 3.0 Premium, but wired power is a single legacy USB-A port plus a 12-volt outlet — no USB-C anywhere and no AC outlet. Sparse and technically dated for 2025 even allowing for a two-seat cabin, and the pad itself is too small for larger phones.

Smart Key proximity entry with push-button start is standard on both 2025 trims, and the Supra Connect app adds remote lock/unlock and vehicle locate. No remote engine start is offered on any trim, there is no digital/phone key, and the fixed trunk lid means no hands-free liftgate.

A rear-view camera with guide lines is standard, which matters given severe over-shoulder blind spots, but parking sensors come only via the Driver Assist Package on the 3.0 Premium (Safety & Technology package on the 3.0). No surround-view camera and no automated parking assist are offered on any 2025 trim — bottom of the mid band.

A color head-up display showing speed, warning indicators and turn-by-turn navigation is standard on the volume 3.0 Premium, though unavailable on the base 3.0. Useful and crisply rendered, but a comparatively small projection area with limited configurability.

Both 2025 trims are strict two-seaters — there is no rear bench, so no LATCH lower anchors or top tethers exist anywhere in the car and a child seat can only be installed in the front passenger seat against the airbag. Long doors, a 4.5 in ride height and a narrow 10.2 cu ft trunk aperture make stroller-and-kid logistics essentially impossible.

There is no family safety case to make: neither NHTSA nor IIHS has crash-tested the A90 Supra, so no ratings exist at any 2025 price point, and the trims families could conceivably buy start at $57,345. Pre-Collision System with pedestrian detection and Lane Departure Alert with Steering Assist are standard, but blind-spot monitoring and rear cross-traffic alert are locked behind the $1,195 Driver Assist Package and there is no rear-occupant alert because there is no rear seat.

A family road trip is physically impossible — two seats total, no second row, no rear vents, no rear amenities or entertainment of any kind, and a 10.2 cu ft trunk that reviewers describe as good for a couple of carry-ons. The only credit is that two adults travel in genuinely comfortable 14-way seats, which is not what this item measures.

The Supra dailies better than most two-seat sports cars: 382 hp and 368 lb-ft from the B58 means the ZF 8-speed never strains in traffic, adaptive dampers keep the firm ride from turning punishing, and dual-zone climate plus heated seats are standard. It loses points for genuinely poor rearward visibility, a hot non-perforated leather interior on long stints, and the manual's lack of adaptive cruise.

26 MPG combined is respectable for a 382-hp inline-six and beats a V8 muscle coupe, but every mile is paid for in required 91-octane premium — about $2,500/yr at EPA's 15,000-mile assumption — and the manual drops to 21 MPG combined (~$3,090/yr). Staggered performance tires and premium-coupe insurance (~$2,850/yr) push the real cost per commuting mile well above class-average.

The footprint is genuinely city-friendly — 172.5 in long on a stubby 97.2 in wheelbase with a tight 34.1 ft turning circle — so it U-turns and slots into small spaces easily. What holds it back is letterbox rear visibility, a backup camera as the only standard aid (front/rear parking sensors are packaged options, no 360-degree view), and 4.5 in of clearance that scrapes on steep garage ramps.

Toyota publishes no towing rating for the GR Supra in the US and sells no factory hitch, so the car is not a tow vehicle in any 2025 configuration. Payload is two people plus 10.2 cu ft of trunk; there is no bed, no flat load floor and no fold-flat seating, which leaves nothing meaningful to score here.

The BMW B58 inline-six and ZF 8-speed are proven, high-mileage hardware and Toyota's dealer network backs them, so the drivetrain itself is not fragile — but this is a $57k–$60k premium coupe with leather/Alcantara trim, 4.5 in of ground clearance, a low front splitter and staggered summer performance tires. Nothing about it survives jobsite abuse, and there is no fleet history to point to.

Essentially no work provisions: no 120V onboard AC outlet, no bed or bed-access features, no factory hitch or trailer wiring, no washable surfaces, and only a pair of trunk hooks by way of tie-downs. The upfit ecosystem is cosmetic and track-oriented — TRD aero, brake and suspension parts — with roof and bike carriers coming from the aftermarket rather than Toyota's work catalog.

This is the Supra's strongest non-driving mission: reviewers call it an easy highway cruiser, the 3.0 Premium's 14-way heated power seats are praised as comfortable and supportive over hours, road and wind noise are low, and the automatic's 356-mile range plus standard Dynamic Radar Cruise Control cover real distance. It stops short of a great tourer because the manual gets no adaptive cruise and only ~288 miles of range, there is no lane centering, the highway ride is a little bouncy, and the non-perforated leather gets hot.

Pavement-bound by design: 4.5 in of ground clearance behind a low front splitter, rear-wheel drive with no AWD option in 2025, staggered summer performance tires, no factory roof rails or published roof-load rating, and no tow rating for a small utility or toy trailer. Winter tires make it an all-season car in mild climates, and that is the extent of its outdoor case.

The hatch-style liftgate and a cabin pass-through make the 10.2 cu ft trunk more usable than the number suggests — luggage testing fit four carry-ons, and it beats the Nissan Z (6.9 cu ft) and MX-5 (4.6 cu ft) outright. But there is no rear seat to fold, no underfloor storage, the aperture is narrow so bulky items need wrangling, and long items have to rest on the rear-suspension brace, with no factory roof rails or hitch as an outlet.

A 97.2-inch wheelbase, near-50/50 rear-drive balance, standard Adaptive Variable Suspension and a standard electronically controlled active rear sport differential (0–100% locking) put the 2025 Supra at the top of this coupe field for composure — instrumented skidpad grip of 1.00 g clears the GR86 (~0.90 g) and reviewers describe abundant cornering grip with tight body control. Held just below the 911 because the tail is genuinely lively at the limit: Edmunds warns the Supra's handling 'needs respect' and the car 'can get unstable quickly.'

The electric rack is quick and genuinely accurate — reviewers say the Supra's nose 'hunts down apexes with laser-like precision' — but feedback is the car's long-standing weakness, inherited from its BMW hardware, and 2025 brings no steering change (the recalibrated EPS tune arrives only with the 2026 MkV Final Edition). That lands it in the 'precise enough but numb' band, below the AMG GT, 911 and even the cheaper GR86.

Four-piston Brembo front calipers are standard on both 2025 trims and instrumented stops of 147 ft from 70 mph are strong for a ~3,400-lb coupe. Toyota tunes the system for firm, consistent pedal pressure on road or track, and reviewers report an easily modulated pedal with good fade resistance over repeated hard stops.

2025 is the first year every US Supra runs the BMW-sourced B58 turbo inline-six — the 255 hp 2.0L four was dropped — so the whole range now gets the inherently balanced six-cylinder with its 368 lb-ft plateau from 1,800 rpm and almost no perceptible lag. The volume 8-speed ZF automatic shifts decisively without hunting, tip-in is well judged in every drive mode, and there is no hybrid transition or stop/start roughness to penalize.

The inline-six avoids the coarseness that penalizes the GR86's flat-four and the Z's V6, and the standard Active Exhaust — which changes character with Normal/Sport/Individual mode — gives a throaty, head-turning note under load. Kept below the 911 and AMG GT because the in-cabin sound is partly synthesized rather than purely mechanical, and losing the 2.0L four for 2025 removes the quieter, more drone-free highway option from the range.

34.1 ft curb-to-curb is exceptionally tight — a direct benefit of the 97.2-inch wheelbase and the shortest in this coupe set, well inside the GR86 (35.4 ft), Nissan Z (36.7 ft) and Porsche 911 (38.6 ft). U-turns and parking-garage maneuvering are easy despite the poor sightlines.

The cockpit itself is very good — a low, well-bolstered seating position reviewers call 'spot-on,' a wheel that feels right in hand, legible gauges and BMW-derived controls that fall naturally to hand (the 3.0 Premium adds 14-way power heated seats and a head-up display) — but outward visibility is a defining weakness, with short windows, a long hood, thick rear pillars and a narrow backlight creating large blind spots. Combined with awkward ingress over a wide sill under a low double-bubble roof, it lands below the Nissan Z and GR86 and well short of the far more usable 911.

A genuinely enthusiast-recommended car: rear drive, a 382 hp turbo six with real mid-range shove now standard across the range, a no-cost six-speed manual with rev-matching and a Hairpin+ differential mode, and a high-grip chassis reviewers call playful and properly quick while still civil enough to daily. Kept below the 911 and GR86 because the light, low-feedback steering and synthesized soundtrack blunt the sense of connection.

With the 2.0 gone, the 2025 entry car is the $57,345 3.0, which arrives properly equipped for a rear-drive sports coupe — 382-hp turbo I6, adaptive variable sport suspension, active rear differential, 19-inch wheels, LED headlights with auto high beams, 8.8-inch touchscreen with wireless Apple CarPlay, heated power front seats and leather/synthetic-suede trim, plus Toyota Safety Sense basics (forward-collision warning with pedestrian detection, lane-departure alert with steering assist). It loses ground because the head-up display, navigation, wireless charging, JBL audio and the Safety & Technology Package Plus content are all reserved for or optional above the base 3.0.

382 hp, a genuine limited-slip-style active differential and a no-cost six-speed manual for $57,345 comfortably undercuts a $77,395 Porsche 718 Cayman on performance per dollar, but killing the 2.0 raised the price of entry by roughly $9,000 in one year and left the Supra thousands above a $44,265 Nissan Z and far above a Mustang GT — for which buyers get two seats, a small hatch area and BMW iDrive-7-era infotainment that is several generations old.

2025 is the narrowest the A90 lineup has ever been in the US: two trims (3.0 and 3.0 Premium), one engine, rear-drive only, one body style, no special edition — the A90 Final Edition was a 300-unit Japan/Europe car and never came here, unlike 2024's 900-unit 45th Anniversary Edition. Beyond the manual-versus-automatic choice and a couple of option packages there is essentially nothing to configure.

US volume is deep in niche territory and far below the 6,830-unit 2021 peak — 2,615 units in 2024 and 2,953 in 2025 (+12.9%), roughly a third of what the cheaper GR86 moves. The trajectory did turn back up as the 2025 model year ran, and the manual take rate of about 65% shows the remaining buyers are committed, but this is a slow seller by any absolute measure.

The Supra name carries genuine legend status, the Gazoo Racing sub-brand has real enthusiast credibility, and Toyota's reliability reputation translates into resale strength well ahead of the market — a direct buyer benefit. The one persistent drag is the enthusiast complaint that the A90 is a rebodied BMW Z4 with a B58 engine and BMW switchgear.

Buyers get very little help: Toyota ran only intermittent $500 Supra Cash promotions on top of the perennial $500 college-graduate and $500 military rebates, with no subvented APR or meaningful cash-back program, and low allocation on a halo car gives dealers little reason to discount. Not the over-MSRP market adjustments the car saw at launch, but expect to pay close to sticker — particularly on a manual.

2025 is the sixth model year of the A90, which launched for 2020, and it received no redesign or mid-cycle refresh — the only changes are subtractive (the 2.0 dropped) or peripheral (a complimentary one-year NASA membership). The platform, the BMW iDrive-7-era cabin and the styling all date to the 2019 debut, and the end was already in sight: Toyota confirmed A90 production stops in spring 2026 with the next Supra arriving later and without BMW.

Reviewers stayed warm on the Supra through 2025 — praise for the B58's thrust, the chassis grip, the availability of a manual and the build quality — and it holds a strong aggregate score and a top-ten placing in its class, but it has rarely been the outright winner of a comparison test against the Porsche 718 Cayman or BMW M2, and the aging infotainment and tight cabin are standing criticisms. Owner sentiment is more mixed than the press verdicts.