Our reviews of Toyota"s four- and six-cylinder 2021 Supras space coming on 5/13, until then we decided to look earlier at whereby the Supra started. Here"s our roadway test the the fourth-generation Supra Turbo.

From the march 1993 worry of Car and Driver.

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Toyota"s first Supra to be a bastard: the 110-horsepower progeny the the plain-Jane and little-loved Celica. We supposed it to be orphaned quickly, describing the in 1979 as "a make-believe Monte Carlo" through "vapid steering and doughy suspension."

Much has actually changed.

Since 1979, the Supra has developed its own, respectable family tree. And now we have actually a fourth-generation Supra—one that rushes come 160 mph quite than 110, and one the shares as numerous parts through a Celica together a Tappan oven shares v a Ferrari F40.


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Which is apt, actually, because the 1993 Supra Turbo definitely cooks, and it steals much more than a few F40 styling cues—the shape of the grille, its trapezoidal head­lamp lenses, and also its colossal brake scoops. No to cite the plagiarized behind wing, which shows up to have actually been unfastened indigenous something produced by Aerospatiale but is, praise the Pharaohs, only an option. (As Joseph Campbell when said, "Not one shred of proof exists the life is serious.")

The 1993 Supra share its 3.0-liter inline six with the Lexus SC300 and GS300. The naturally aspirated iteration produces 220 speech at 5800 rpm. But with 2 turbos strapped come the steel block"s star­board flank, the musters secondary 100 horsepower, and also a pot-walloping 315 pound-feet of torque—32 pound-feet much more than a twin-turbo Nissan 300ZX deserve to summon.


So, unless you bespeak the Turbo"s vast rear soup the male next come you on Woodward Avenue has no way of knowing that your humble little Supra which, in 1979, compelled 11.2 secs to attain 60 mph—might simply catapult chin to that exact same speed in the next 4.6 seconds.


The Supra"s turbos space sequential. The smaller one spools as much as full an increase at around 2500 rpm. Its large brother crashes the party through a party rocket of thrust at 4500 rpm, kicking in through all the subtlety the a Holyfield uppercut. Once this engine is force-fed v both turbos, you may want to examine whether the switchable traction manage is on duty. The Supra Turbo has no problem painting superior black stripes as its massive rear Bridgestone 255/40ZR-17s spin easily exiting second-gear corners top top Atlanta motor Speedway"s tricky roadcourse. Many of throttle-induced oversteer, here, however if you run shy the courage, just lift, also at mid-turn. The tail tucks in, and the drama subsides, unless, favor us, you enter Turn three at 140 mph and the compres­sion ~ above the bank reduces suspension take trip to the length of a Q-Tip.

The Supra and also the Supra Turbo re-superstructure a modified variation of the Lexus SC300"s platform, surgically shortened by 5.5 inches, v special geometry and coil-over shocks at every corner. In in its entirety length, the new Supra is 4.2 inch stub­bier than last year"s car. Apart from the Turbo"s distinct 17-inch Potenza RE020s mounted on 9.5-inch-wide rear wheels, there space no special badges, bulges, or zoomy giveaways to distinguish the Supra from the Supra Turbo. So, uneven you order the Turbo"s large rear wing because, let"s say, her recent brain surgery went fairly badly, the guy next to you ~ above Woodward Avenue has no method of understanding that her humble little Supra which, in 1979, required 11.2 seconds to obtain 60 mph—might just catapult itself to that same speed in the following 4.6 seconds.


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This is quick.

Quicker 보다 an Acura NSX, a dodge Stealth R/T Turbo, and a Porsche 928GT—a trio of cars that tackle 60 mph in 5.2 seconds. It"s quicker, in fact, 보다 stellar strip artists like the Mazda RX-7, the Corvette LT1, and the Nissan 300ZX Turbo, all three of which execute the very same trick in five flat.

Although the Supra"s success will certainly be measure by America"s reaction to it, the styling was wholly conceived in Japan. From the front, as we mentioned, the automobile is F40-ish, although, if you gain down on hands and knees, you will certainly count ten lamp on the snout. An extremely Christmasy. Indigenous the side, the greenhouse and C-pillars mimic the new Honda Prelude"s. The hatchback is reminiscent of a Celica"s. And from the rear, the brand-new Supra is, ah, simply plain spooky. The ducktail and also deep bumper loan the automobile a flabby fanny come which your eye is already drawn for all its clutter: eight baseball-size taillights, a Toyota steer-brand logo, the Toyota name, a CHMSL v an odd white lens, and a manuscript Supra decal. Equally jarring are the horizontal cutlines in prior of the rear wheel wells, just over the functional rear brake scoops.


For all the money, friend do gain brakes big enough to prevent a Clinton campaign bus and also as effective as those on present Corvettes. Entering a 90-degree turn at 120 mph three times in a row, us failed to elicit brake fade.


The two new Supras will certainly be in show­rooms in June. Ideal now, the marketeers guess the normally aspirated variation will go for around $36,000 and also the Turbo because that $40,000. A heap o" beans, but at least competitive with other warp-speed starships, such as the RX-7, the 300ZX, the Corvette, and the twin-turbo dodge Stealth and also Mitsubishi 3000.

For all the money, friend do acquire brakes big enough to stop a Clinton project bus and as efficient as those on present Corvettes. Start a 90-degree revolve at 120 mph three times in a row, we failed to elicit brake fade. The Turbo"s former rotors, with distinct spiral, Cuisinart-style air-sucking fins, space 12.7 customs in diameter. And the rears, in ~ 12.8 inches, room bigger 보다 a Corvette ZR-1"s. What is strange is the the naturally aspirated model"s rotors are additionally two different sizes—meaning there room four distinctive rotors for this Supra. Explains chief technician Isao Tsuzuki, "With various wheels and different unsprung weights, us performed a balanc­ing plot to obtain the managing perfect top top both versions." here we have a company that yes, really does sweat the details.


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This same engineering conscientious­ness was applied to the car"s heft, down 124 pounds native the vault Supra sumo. The sushi-and-soda diet was expen­sive, admits Tsuzuki. It compelled 950 meet­ings in which engineers sedulously hacked at cellulite. To burned lard, adjustable shocks were forsaken. A telescoping steering wheel was canned. Twin exhaust tips, which looked ultracool but didn"t include horsepower, gained deep-sixed, saving 30 pounds. Aluminum hood, roof, and also bumper supports helped, as did a plastic fuel tank. To conserve a few pounds, hollow anti-roll bars to be fitted. To save a few grams, hollow-fiber carpet to be installed, and also hollow-head bolts were mentioned wherever they weren"t grasping one item an ext substantial than, say, an engine.

With this diet come a bonus: the Supra"s facility of gravity dropped an inch. That, merged with the macho coil-over shocks, improved anti-dive by part 20 percent and also reduced body role drastically, also under max-lat Gurney laps roughly Atlanta motor Speedway, whereby the automobile is more stable over 100 mph than an RX-7. This is a remarkably well-planted platf­orm, together flex-free as a granite tombstone. Examine out the skidpad grip: an amazing 0.95 g.


Shift throws have been shortened come the length of a Bic lighter, and the lever itself is the height and also width of the dowel in a role of toilet paper. Linked with a light clutch, the an outcome is gear selection almost as slick and speedy as that in a Miata.


The conventional gearbox in the normally aspirated Supra is a five-speed manual, while a Getrag six-speed is component of the Turbo package. Predictably, sixth is for Scotsmen. That chugs along at a thrifty 2200 pm in ~ 60 mph, well shy the usable boost.

Shift throws have actually been shortened to the size of a Bic lighter, and also the bar itself is the height and also width that the dowel in a roll of toilet paper. An unified with a light clutch, the result is gear choice almost as slick and speedy as that in a Miata. Our two gripes: a handbrake also close come the shift lever, and a large ratio gap between second and third gears, where it is too straightforward to loss off boost.

From within, visibility is as an excellent as noþeles in the Supra"s class, also with the optional wing, i beg your pardon is for this reason tall the it frames the backlight like a halo, rather than bifurcating it. The brand-new instrument cluster"s centerpiece is a substantial tach, redlined in ~ 6800 rpm. The speedometer, come the right, registers to 180 mph, a rate Tsuzuki says—without smiling—was attained by an early ungoverned mule.


The Supra"s new front seats, choose those in a Porsche 911, sell narrow cushions and seatbacks, through surprisingly conserva­tive bolsters. Raymond Burr need not apply. Together in the 911, however, the seats are major-league comfortable and also support­ive. We like the fabric, quite than the optional leather facings. The cloth breathes much better and is grippier. Also, the black and tan cowskins have actually a naugahyde look about them.

The brake and throttle pedals room aligned satisfactorily because that heel-and-toeing, and also there"s a great dead pedal for brac­ing your left leg. If just the radio were as deliberately placed. It"s low on the dash, i beg your pardon is a shame: there"s a perfect spot because that it increase high, whereby a vent and a large digital clock at this time reside. Another mistake: a digital odometer the occupies its very own panel, eliminated some street from the speedometer. Gratuitous clutter.


After ours one-day journey (on a racetrack only), us wonder whether the brand-new Supra encounters an identification crisis. That is fast, but it is no a pure sports auto like the RX-7. And it offers neither the styling, the luxury, nor the prestige of the 300ZX.


Alas, the brand-new Supra should be consid­ered a two-seater. Joe Pesci can wedge himself right into one the these rear seats yet only after barking 4 or five unprintable oaths. Moreover, the passenger"s footwell is clogged v a substantial tumor ~ above the next of the transmission hump. And also the cargo area under the hatch, also with the behind seat folded flat, is disappointingly shallow. What"s more, us don"t discover the Supra"s internal sufficiently luxurious because that $36,000.

The Supra provided to it is in a sporty touring coupe, an asian counterpart to, say, the Thunderbird SC. Currently it is targeted at buy­ers—admittedly precious few of them—who loiter in Nissan showrooms alongside the 300ZXs. After our one-day drive (on a racetrack only), us wonder whether the brand-new Supra deals with an identity crisis. That is fast, however it is not a pure sports car like the RX-7. And also it offers neither the styling, the luxury, nor the prestige of the 300ZX.

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On the various other hand, that is additionally true the the manual-box Lexus SC300 and also this brand-new Supra are practically fraternal twins in size, shape, drivetrain, and price. The Lexus is refined, opulent, and a styling imperium. The Toyota is stiff-riding, with an ext direct steering, and also is together obscenely quick as Clyde Drexler on a quick break. Each approach has that is adherents; Toyota just half-jokingly specifies them as being either north or south of your 40th birthdays. Although number of C/D editors have actually yet to suffer the large Four-O, us still find it much easier to imagine a long-term romance v the infant Lexus coupe, from which the Supra is now so aristocratically descended. In any type of event, no one calls the Supra a bastard anymore. Other than for perhaps some Corvette salesmen.


Specifications

1993 Toyota Supra Turbo

VEHICLE TYPEfront-engine, rear-wheel-drive, 2+2-passenger, 2-door hatchback

ESTIMATED PRICE as TESTED (1993)$42,000

ENGINE TYPEtwin-turbocharged and intercooled DOHC 24-valve inline-6, steel block and also aluminum head, harbor fuel injectionDisplacement183 in3, 2997 cm3Power320 hp
4000 rpm

TRANSMISSION6-speed manual

CHASSISSuspension (F/R): control arms/multilinkBrakes (F/R): 12.7-in vented discs/12.8-in vented discsTires: Bridgestone Potenza RE020, F: 235/45ZR-17 R: 255/40ZR-17

DIMENSIONSWheelbase: 100.4 inLength: 177.7 inWidth: 71.3 inHeight: 50.2 inPassenger volume: 72 ft3Cargo volume: 10 ft3Curb weight: 3480 lb

C/D test RESULTS60 mph: 4.6 sec100 mph: 11.1 sec130 mph: 19.9 sec150 mph: 29.6 secRolling start, 5–60 mph: 5.9 secTop gear, 30–50 mph: 13.1 secTop gear, 50–70 mph: 8.1 sec¼-mile: 13.1 sec
109 mphTop rate (governor limited): 160 mphBraking, 70–0 mph: 160 ftRoadholding, 300-ft-dia skidpad: 0.95 g


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