Granddaddy
A stunned audience marveled at the Toyota 2000GT when unveiled at the 12th Toyko Motor Show in 1965. Known more for economy and bland dependability, Toyota was eager to prove to the world that it could build a proper sports car. Based on a X-backbone frame, the 2000GT had a curb weight of only 2550lbs. It was packed with the latest racetrack technology including: four wheel double-wishbone independent suspension, Japan's first four wheel disc brakes, a close-ratio 5 speed transmission, a limited slip differential, and of course the 2 liter 150 horsepower dual-overhead cam engine. The 2000GT was so far ahead of its time that its performance figures still rival many of the sport compacts of today. 0-60 ticked by in only 8.2 seconds, with the 1/4 mile passing at 16.3 @ 87mph. The brakes were awesome with 70mph-0 stops taking only 195feet -- braking power you'd need when cruising at the top speed of 220kmph (137mph). With some performance additions, the 1988cc engine could pump out as much as 250 horsepower.
The 2000GT caused so much commotion, that Sean Connery drove one of two special convertable models in the 1967 007 James Bond film, "You Only Live Twice". Bond had never been pictured in a car manufactured outside of England, let alone Europe. For 007 to drive a Toyota in an age where Japanese cars were seen as inferior is a testament to the impact the 2000GT had on the world.
Ironically, the Supra owes a lot of its heritage to Datsun (now known as Nissan). The 2000GT concept actually began in 1963. Datsun had commissioned Yamaha to produce a sports car powered by a 2.0liter, 150 horsepower engine. Internal issues at Datsun soon put the project on the shelf, so Yamaha sold the idea to Toyota. It was only when Toyota showcased the car at the Toyko Motor Show that Datsun decided it would be worthwhile to pursue the sports car segment. In 1969, it brought the strikingly similar 240z to market...
Toyota didn't believe in experimenting with the public, so engineers thoroughly tested the 2000GT in various racing venues from 1965 to 1967 before finally offering the car to the general public in May of 1967. The car performed admirably, shattering 11 international racing records including one in which the 2000GT averaged 128mph for 10,000miles and 72 hours. When production ceased in October of 1970, only 337 units had left the factory with 54 of those going to the U.S. The sticker price of around $7000 prevented widespread sales as comparable Jaguars and Porsches could be had for less. Still, the low production numbers and icon-status make the 2000GT one of the most treasured classics with some selling at auctions for over $100,000.
1970 Datsun 240Z vs. 1967 Toyota 2000GT
Not long after the redesigned 1978 Toyota Celica's release, Motor Trend named it the "Import Car of the Year" award. When some of the excitement had died down a few months later, Toyota unveiled a special Celica in Japan. Known as the Celica XX, it was essentially a luxury version of the Celica. It featured a four-link rear suspension with coil springs, lateral track bar and stabilizer bar. In appearance, the XX was distinguished from the Celica by its longer wheelbase, wide "B" pillar, unique grille (styled after the 2000 GT) and its badging. Like the "CAL-1" pick-up concept displayed at the 1977 Tokyo Motor Show (read about it here), it rode on a stretched Celica chassis (8.1" longer, with 5.1" of that growth in the wheelbase) and was powered by the 2.6-liter SOHC 4-ME inline 6.The front grille of the "XX" clearly suggested heritage to the Toyota 2000GT:
The similarities were abundant; Both cars were powered by an inline 6 engine mounted in the front, were rear wheel drive, offered a close-ratio 5 speed transmission, had power four wheel disc brakes, and were full of luxuries. Aside from the extra two seats in the rear, one could almost say the Celica XX was the next generation 2000GT.
After a year's worth of testing in Japan, Toyota brought the Celica XX stateside, but had changed the name to Celica Supra. Minor changes included the addition of fender flares and normal door-mounted rear-view mirrors (as opposed to the 2000GT style fender mirrors and flat fenders on the Celica XX). And while the larger 2.6-liter SOHC engine was the first by Toyota to offer electronic fuel injection, it still could only muster twenty more horsepower than the 2.2-liter 4-cylinder Celica GT. As a result, performance numbers were nearly identical due to the Supra's extra weight. The longer wheelbase and larger tires did allow the Supra have marginally better lateral g's and slalom speeds, but the Supra's 4-wheel disc brakes were over-assisted making modulation difficult, resulting in a slightly longer stopping distance from 80mph.
Much like the 2000GT, the Mark One Supra went on sale for a price most buyers were not willing to pay. It was essentially a luxury cruiser, competing with the $1500 less expensive (and less equipped), better performing RX7, and the $1800 more expensive, similarly equipped and better performing 280ZX...
1980:(Ed note: Thanks to Christopher Eng for the following information) Changes are mostly cosmetic for the interior and exterior. The interior gets a redesigned/reshaped center console and a digital quart clock (the 79s had a analog quartz clock). On the exterior are redesigned left/right side view mirrors, the 14x5.5 aluminum rims, which were optional in 79, are now standard (the 79s had steel rims w/plastic wheel covers standard). In addition body molded mudflaps become available. On the Copper Metallic and White cars the flaps were painted the body color while on all other colors the flaps were left black. On the rear of the flaps, painted in white lettering, was the word "Celica".
1981: In 1981, the Supra received a little more performance when it switched from the 2.6-liter SOHC 4M-E to the 2.8-liter SOHC 5-ME. The larger bore and increased compression ratio (3.27" vs. 3.15", and 8.8:1 vs. 8.5:1) was good for an additional 6 horsepower at the same 4800rpm, and 9 lb-ft of torque 1200rpm higher at 3600rpm. A much-needed Sport Performance Package became an option which included sport suspension, raised white-letter tires, and spoilers front and back (see photo to right). Alas this is the last year that an 8-track stereo tape deck is to be offered.
MKII
By 1982 Toyota had learned from the ho-hum handling (and buyer demand) of the MKI. All-around performance became a priority with upgrades including four-wheel independent suspension, optional 14X7" alloy wheels shod with super-wide (for the time) 225/60R14 tires, and an optional limited slip differential. The same 5M block was used as in the 1981 Celica Supra, but had a different head allowing for a second overhead cam (hence the change in engine designation: "5M-GE" DOHC verses "5M-E" SOHC). Acceleration was on par with the competition, delivering 0-60 in 8.4 seconds and the quarter mile in 16.6 seconds at 83.7mph. It was also $900 less than the 280Z and offered better cornering, braking, a quiet luxurious ride, and had a far superior build quality. With these changes, the MKII Celica Supra became an immediate hit winning Motor Trend's "Import Car of the Year" award.The MKII Celica Supra came in two variants: the P- and the L-type. The P-type was the performance model magazines editors drooled over. Available only with a manual transmission, this Supra could easily be distinguished from the L-type by the fender flares covering 7" wide wheels shod with 225/60R14 tires and it was usually fitted with the optional rear sunshade spoiler. The L-type luxury version came with 195/70R14 tires on special alloy wheels. Devoid of fender flares and the sunshade spoiler, the L-type did have several options not available on the P-type including a leather seat trim package, a digital electronic display, and the 4 speed automatic transmission.
Changes:
1983: The engines output is increased by 5 hp to 150 hp and a new "electronically controlled" 4-speed automatic transmission is made available. Other changes include the addition of platinum tipped spark plugs, a new differential ratio on the 5-speed. The sunshade is now standard on the performance model. The L-Type gets a new standard cloth interior. Mudflaps are now available on the performance model along with headlight washers. For some strange reason the headlight washers are not available on the L-Type. A leather interior, previously available only on the L-Type, is made available mid-year as an option on the P-type.
1984: The Supra recieves it's first slew of minor updates, primarily cosmetic. On the exterior the front spoiler is redesigned to improve high-speed aerodynamics. New wrap around parking/turn signal/side marker lights replace the separate markers used on the 82-83 models. On the rear, the hatch is now body colored, unlike the previous year models which were all black regardless of body color. The small Supra logo in the right rear corner of the hatch is replaced with Supra spelled out in large outline letters across the full width of the hatch. The rear taillights are also updated with the most visual change being the relocation of the reverse lights from the center of the lens to the inside next to the license plate frame. The previous pull open door handles are replaced by a flip up design. The interior recieves numerous updates as well including a new two-spoke steering wheel, a new 130 mph speedometer (finally killing the stupid 85 mph version). The control pods on the sides of the instrument cluster which housed the cruise control and rear defroster controls are replaced with switchs for the rear defroster and a main activation switch for the cruise control (the functions for setting, cancelling, and resuming cruise control are moved to the windshield washer stalk), and the power door lock switch moves from the center console to the door armrest. The previous year's cassette/equalizer radio upgrade is now standard.
1985: Changes from the 84 model are subtle with the most significant change being a redesigned rear spoiler. The single large sunshade spoiler is replaced by an integrated sunshade (flush to the hatch) and lower rear spoiler. The two-tone paint option is revised so that instead of just the lower portion of the car (below the side trim) being painted in a different color, the top of the car is painted to match as well. The L-Type gets new 15" rims shod with 205/60/15's. The new rims are a flattened version of the performance model's wheels and are quite rare. A Toyota factory alarm system is offered and this was the first year that heated power side view mirrors were made available. The radio is redesigned with most things being the opposite of before. The equalizer is now smaller and mounted below the radio. The main radio controls are moved to the driver's side of the radio and the station buttons are now located above rather than below the station indicator window.
1986: While 1985 was to be the last year of the second generation model, delays in production of the third generation model put Toyota in the position of having no model to sell at the start of the 1986 season. To fill the gap, Toyota held over the 1985 model. This holdover required the installation of the new for 86 mandatory center high mounted stop light (CHMSL). The CHMSL was mounted in the center of the lower spoiler. It has been relayed to me by owners of these cars that they were sold and registered as 1986 models. The L-Type was not carried over to 1986.
An interesting side note: Just before the MKII Supra was released, Toyota unveiled the new Japanese Soarer. Aside from the rear seats (like the MKI), it was a direct descendant of the 2000GT: an abnormally powerful inline 6, rear wheel drive, fully independent suspension, 4 wheel disc brakes, and luxurious trim. With all of that luxury and technology (it had features such as rear anti-lock brakes in 1981!) the Soarer probably would have cost more than American's were willing to pay. But the 170hp and 173ft-lbs (vs 145hp and 155ft-lbs for the 1982 MKII) certainly would have blown the MKII's growing competition away (Rx7, 280ZX, Corvette, Mustang/Camaro/Firebird, lower-end Porsches, and the Alfa Romeo GTV6/2.5). The U.S. would eventually see the Soarer, but it would take years and come under the name Lexus SC300.
MKIII
In mid-year 1986 the all-new MKIII was introduced, officially separating the Supra from the newly front-wheel drive Celica. The 86.5 Supra had a new block under the hood, although it used the crankshaft from the JDM MKII's 6M-GE. The 3-liter, 24-valve DOHC inline six 7M-GE produced 200 horsepower and 185 lb-ft of torque. A notable new feature was the "Intake Air Control" system which tuned the air-tract length for different engine speeds through a separate valve downstream of the throttle valve. Thanks to the IAC, at least 80% of the 185 lb-ft of torque was on hand from 1200 to 6400 rpm. That power was passed through a standard 5-speed transmission, although those with lazy left feet could opt for the electronically controlled 4-speed automatic. 16X7" alloy wheels shod in 225/50VR16 tires were suspended on all four corners by double-wishbone indenpent suspension. "Toyota Electronically Modulated Suspension" (TEMS) was also available in an optional sports package with along with a limited slip differential. This system allowed the driver to select between "normal" (soft) and "sport"(medium) modes. The TEMS computer would automatically set the shocks to medium at freeway speeds, and would go firm under hard braking, acceleration, or sharp steering imputs. The Supra recieved a full assortment of gauges including an 8000rpm tach, speedometer, temperature, oil pressure, and voltage along with warning lights for coolant level, brake pressure/parking brake, and engine trouble codes.On the comfort and convenience side, the automatic climate control allowed the driver to set the degrees and allow the system to decide on the fan speed and temperature. A tilting and telescoping steering wheel, and the optional 8-way adjustable power driver's seat allowed anyone to fit like a glove in the Supra's cockpit. Cruise control, power windows, and door locks were were additional ammenities, along with a first-rate stereo. For those who faced a rough winter, the power mirrors had a built in defroster, and the headlight sprayers allowed clean lights at the press of a button. If that wasn't enough, a supermonitor was available to calculate fuel mileage or view diagnostic codes.
In 1987 the Supra Turbo is introduced positioning the Supra as a high-performance GT. While the previous version of the Supra competed head-on with Mustangs and Camaros, the new Turbo model placed the Supra in direct comparison with the venerable Z-car, RX-7, and Corvette. The new engine for 1987 featured a turbocharged version of the 7M-GE engine appropriately labeled the 7M-GTE. This intercooled 6-cylinder engine produced 232 horsepower: 32 more than the normally aspirated (NA) version. Continuing as a showcase of technology the new Turbo model offers anti-lock brakes (ABS) for the first time.
Changes:
1986.5: Supra model is newly introduced as a free standing model no longer associated with the Celica. Originally scheduled for a 1986 debut, production delays cause the model to be introduced mid year (hence the 1986.5 designation). Power for the all new Supra is from a 200 hp, 3.0 liter DOHC inline six cylnder. Notable features include an electronically controlled independent suspension going by the moniker, Toyota Electronic Modulated Suspension (TEMS), and a removable Sport-Roof panel.
1987: First Supra turbo model is introduced. The intercooled, turbocharged engine boosts hp to 230 and torque to 246 ft-lbs. Other unique features of the turbo are an engine oil cooler and integrated rear spoiler. The sports package, which is standard on the turbo and optional on the base model, offers limited slip differential (LSD), TEMS, and headlamp washers. New Anti-lock Braking System (ABS) available as an option on all models.
1988: Models carried over from 1987 with only minor changes. Base interior changed from vinyl to cloth. Minor engine modifications to improve quietness. Beige/Brown two-tone paint option is dropped.
1989: Model receives a freshening with a new grille, air dam, taillights, and rear spoiler. Turbo motor upped to 232 hp, torque increased from 246 to 254 lb-ft with intake, wastegate, and turbo modifications. Speed sensitive power steering added. Rear suspension rates increased. Cruise control moved to steering wheel spokes.
1990: Driver's side airbag made standard. Cruise control moved back to column mounted stalk. Fluid filled engine mounts added for smoothnes. Power steering boost trimmed for more feel at high speed.
1991: New five-spoke wheels with Goodyear GS-D Z-rated tires are made standard. ABS standard on turbo models. Outer-sliding power sunroof option added; Sport-Roof and pop-up sunroof still offered.
1992: Last year of the third generation. Automatic transmission shift points revised. A ten-speaker sound system added as an option with the ETR/Cassette/CD system. Two new colors added; Teal Metallic and Garnet Pearl (White Pearl, Silvermist Metallic and Burgandy Pearl are dropped)
Year ----- U.S. Sales ----------- Original List
1986.5 ---- 33,283 --------------- $17,990
1987 ----- 29,907 ------- $19,990, $22,260 (turbo)
1988 ------ 19,596 ------- $21,290, $23,760 (turbo)
1989 ------ 14,544 ------- $22,360, $24,700 (turbo)
1990 ------- 6,419 ------- $22,860, $25,200 (turbo)
1991 --------3,623 ------- $23,280, $27,290 (turbo)
1992 ------- 1,193 ------- $25,280, $28,750 (turbo)
Hope this helps ya, and wasnt boreing
I read the whole thing a few times and thought i'd pass it onto you Information from: Jeff's Supra Page
