Since launch, the GR Supra has been offered with a straight-six 340 DIN hp/250 kW 3.0-litre engine matched to an eight-speed automatic transmission. A year later, a new 258 DIN hp/190 kW 2.0-litre engine was added to the range, again with auto transmission as standard.

While the car and its performance have received high praise worldwide from media and fans alike, perhaps inevitably the question of whether a manual gearbox would be available persisted.

#SAVETHEMANUAL

Toyota has listened to sports car fans and customers, and can confirm that a new GR Supra with six-speed intelligent manual transmission (iMT) will be introduced in Europe, engineered to delight drivers who love the control and rewards offered by precisely timed manual shifts. Its addition to the line-up means Toyota will offer all three of its GR models available in Europe with manual transmission and three pedals either as standard (GR Yaris) or as an option (GR Supra, GR86).

True to the GR Supra's thoroughbred engineering quality, this development has not been simply a matter of using an off-the-shelf solution. A new transmission, along with a new clutch has been engineered specifically to suit the power and torque characteristics of the GR Supra 3.0-litre engine.

At the same time, the GR Supra's braking control systems and suspension have been retuned for even better performance - changes that are being introduced throughout the model range.

The new-look range also features a special new 3.0-litre Lightweight model. In addition to the lighter weight of the manual transmission, this benefits from further specification changes to cut the car's kerb weight by almost 40 kg, adding to the car's handling agility.

NEW SIX-SPEED MANUAL TRANSMISSION

The manual transmission installed in the GR Supra has been engineered and tuned specifically for use with the coupe's straight-six engine.

The engineering team were able to modify existing transmission housing, driveshaft and gear set and remove elements that were not required, such as the acoustic package, which further reduced weight.

At the heart of the transmission is a newly-engineered clutch with a larger diameter and reinforced diaphragm spring. With a larger friction area and a stronger spring, this new component has the high performance capability appropriate for use with the GR Supra's high-torque engine.

INTELLIGENT OPERATION

The iMT transmission uses an intelligent control system programmed with new software that prioritise sporty performance. When upshifting, the parameters are tuned to optimise engine torque at the moment of clutch engagement and release; on downshifts, the software has been fine-tuned for consistent performance.

The iMT is set as the default, but can be switched off in Sport mode if the driver prefers.

Final drive ratio

To avoid a sluggish take-off and a low in-gear acceleration feel, the final drive ratio has been shortened, from 3.15 (in the GR Supra automatic) to 3.46. The result is sport response and gearing appropriate for sports car performance.

SUSPENSION AND STEERING TUNING

All GR Supra versions benefit from retuned suspension, introduced to optimise performance with the new manual transmission.

The measures include more rigid vulcanised rubber in the front and rear anti-roll bar bushes and re-tuned shock absorbers. The mechanical components in the electric power steering and the system's operating parameters have also been re-tuned.

REVISED CENTRE CONSOLE AND GEAR SHIFT

The changes to accommodate the new manual transmission in the GR Supra were not confined to the powertrain. Close attention was also paid how the new system could be accommodated in the driver's cockpit.

This was not simply a matter of changing one shift lever for another; consideration had to be given to ensuring the gear knob was optimally placed for precise, rapid and rewarding gear changes.

The existing centre console design allowed insufficient clearance between the shift lever and the air conditioning control panel. To achieve the perfect ergonomics, the console unit and the control for drive mode selection have been redesigned. In addition the lever ratio has been changed and the effort required to make shifts and engage reverse gear has been adjusted.

The revised layout provides a comfortable 42 mm clearance between the shift knob and air conditioning panel.

The feel of the gear shift in the hand and the weight of operation are part of the human sensory connection with the car, so attention has been paid to the weight and shape of the gear knob and the quality of shift engagement. As a result, Toyota adjusted the effort level to engage reverse and opted for a heavier gear knob (200 g) for a more pleasing inertia effect when used.

TRACTION CONTROL

The GR Supra's traction and braking have been optimised for operation with manual transmission.

With an automatic, it's possible to use second gear when pulling away uphill when opposite wheels are on surfaces with different grip levels - for example, when the car is parked partly on an icy road margin. Progress is smooth with no rolling back or wheel slip. With a manual gearbox, first gear has to be used and releasing the clutch brings a greater risk of wheel spin. To address the issue, Toyota engineers have tuned the car's traction control (TRC) to achieve smooth operation like that experienced with the automatic. The system is also optimised for the GR Supra's characteristic high engine torque, wide tyres and rear-wheel drive.

BRAKING AGILITY AND STABILITY

The car's behaviour when accelerating out of a corner is a key element in the "Fun to Drive" quality Toyota has developed for the GR Supra. For the new manual version, the traction control has again been the focus of measure to ensure an ideal balance of agility and stability when exiting a corner on the throttle. TRC intervention has been calibrated to maintain stability - the car keeping faithfully to the driver's intended line - while allowing the right amount of power for a sporty feeling.

NEW HAIRPIN+ FUNCTION

The ambition to make the GR Supra fun to drive in the most demanding scenarios has helped inspire the introduction of a new Hairpin+ function. This is designed to allow more freedom and reward specifically when taking tight bends on an uphill gradient (more than 5%) with a high-friction road surface, like those found on European mountain routes.

More "free" wheel spin can make such routes more enjoyable to drive, so Toyota has optimised engine torque control to allow a greater difference in the degree of wheel spin on the left and right-side tyres.

ANTI-ROLL PROGRAMME

A highly agile vehicle with high peak friction tyres may be sensitive to sudden "snap-off" oversteer - something that is hard to control with the car's vehicle stability control (VSC) alone. To counter this behaviour, an anti-roll programme (ARP) has been adopted for both the manual and automatic versions of the GR Supra. This intervenes at an earlier point with the VSC to cover any sudden loss of grip when the car's high-response suspension setting it used.

In addition, the Track mode has been tuned to allow for easy drifting with freedom of throttle control. The vehicle remains agile, but the there is less risk of spinning thanks to specific engine and torque control.

NEW GR SUPRA LIVE LIGHTWEIGHT

Toyota has taken the opportunity of the weight saving achieved with the new manual transmission to add a new Lightweight model to the GR Supra line-up.

The 3.0-litre GR Supra Lightweight benefits from further weight-saving measures to achieve a total reduction of 38.3 kg, compared to the kerb weight of the current 3.0-litre automatic model.

Fitting the new manual gearbox and new 19-inch alloy wheels saves 21.8 kg; the Lightweight cuts a further 16.5 kg by replacing the audio system and deleting the seats' leather upholstery, power adjustment and lumbar support. This reduction enhances the car's handling agility.

REVISED MODEL RANGE

The new GR Supra range retains the 2.0-litre Live automatic as the entry model, available with Premium, Connect and Sport option packs, and the 3.0-litre Active automatic, with a Premium pack option.

The 3.0-litre Live Lightweight manual is expected to be the most popular GR Supra version, with the 3.0-litre Premium manual positioned at the top of the line-up.

NEW EXTERIOR AND INTERIOR COLOURS

The new GR Supra range also benefits from new paintwork options with the addition of Moareki Grey and Dawn Blue. A Matte Moonstone White has also been introduced, exclusively for the new range-topping 3.0-litre Premium manual model.

In the cabin the previous red leather has been replaced with a new tan upholstery option.

Customers can add to the sporting character of their manual transmission car with a new Alcantara Pack which uses the tactile material for gear knob and gaiter.

The much-heralded three-pedal Supra is making its way to dealers, and at long last we know how much it's going to cost buyers: Nothing extra (at least, from the factory). Pricing information released last week by Toyota confirms that the six-speed will be a no-cost option over the standard 8-speed ZF-sourced automatic transmission.

Despite the six-speed manual's status as an option, it'll be no extra cost for buyers to select; the Base 3.0L trim will be $53,595 (all prices after $1,095 destination), and the Premium will cost $56,745, no matter which transmission they're spec'd with. The special-edition A91, which is a limited-production trim that gets a carbon-fiber body kit and exclusive wheels, only offers a manual transmission and clocks in at $59,440.

The fifth-generation Supra was introduced in 2020 as a resurrection of the sports-coupe nameplate dating all the way back to the late 70s, but it only was offered with an eight-speed automatic. Since January, however, The Drive has reported that a manual would be making its way to the States, and now pricing information is available. While the 3.0-liter Supra was initially released with a sub-$50K sticker, it's no longer possible to score one under that price without switching to the less-powerful 2.0-liter inline four version, which now starts at $44,635 for the 2023 model year. Unfortunately, that version does not offer a manual transmission. Buyers there will need to be content with the eight-speed automatic.

This is all MSRP, of course, and it's anyone's guess what these new three-pedal Supras will actually cost once they hit dealer lots and markups are applied. Only 6,830 Supras were delivered in 2021, and it's likely that limited supply combined with what will surely be a low number of manuals built overall could conspire to make the manual Supra a much, much more expensive proposition.

We all know what a coupe is, but some very different cars ride under that broad definition. At one end of the scale is a two-seat hardtop sports car, the sort that puts performance well above practicality. At the other extreme, a coupe is a slightly lower and sleeker alternative to a sedan, one with rear seats and a usable trunk. For this test, our two challengers are drawn from different ends of the spectrum: The sporty Toyota GR Supra in entry-level 2.0-liter form faces off against the much more spacious BMW 230i coupe.

For all their obvious differences, they also have much in common. Beneath the surface, the GR Supra sits on BMW's CLAR platform that also underpins the 2-series. And the Toyota is built alongside the closely related BMW Z4 in Austria. Both the Supra and the 230i use the same BMW turbocharged 2.0-liter four-cylinder engine making outputs of 255 horsepower and 295 pound-feet of torque in both cars. They drive their rear wheels through a ZF eight-speed automatic transmission (sadly, neither is available with a manual box). The most telling difference from a performance perspective is the weight disparity, owing to the BMW's larger dimensions. The 230i weighs 3554 pounds as tested, 373 pounds heavier than the Supra's weight.

While power figures might look modest compared with the sharp end of this segment, especially as both cars have six-cylinder siblings with nearly 400 horsepower, neither could be accused of being slow. In our testing, the BMW ripped through the 60-mph benchmark in just 5.1 seconds and through the quarter-mile in 13.7 seconds at 101 mph. The lighter Toyota was even quicker, dispatching 60 mph in a searing 4.5 seconds and the quarter-mile in 13.1 seconds at 105 mph. (For reference, the Supra's 60-mph time is identical to the one we recorded for the 400-hp Nissan Z with its manual gearbox, and the Supra is only 0.1 second slower through the quarter.)

It was a similar story on the skidpad, where the Supra 2.0 managed to extract a tenacious 1.04 g of lateral acceleration on Michelin Pilot Super Sport tires, beating the BMW's 0.92 g on Pirelli P Zero PZ4s. The 230i's result hardly counts as a disgrace but does indicate that the Toyota is built around a keener dynamic mission. Both cars stopped well, with the 230i's 152-foot stop from 70 mph being just three feet longer than the Supra's.

Yet on-road, the BMW's subtler qualities soon rose to the fore. Our test car had both the $3250 M Sport package, which brings variable-ratio steering and 19-inch wheels plus a slightly firmer sports suspension, and the $1900 Dynamic Handling package, which adds an electronically controlled limited-slip rear differential. Experiencing the steering undiluted meant turning off the irritating oversensitive lane-departure warning, which seems to really dislike Michigan back roads. With this function de-energized, the 230i's rack gave sharp, linear responses, although without much in the way of on-center feel. Despite the sports suspension, the BMW's ride stayed compliant, with the active differential giving both impressive traction and the ability to push the rear axle toward breakaway without any sense of snappiness.

The 2-series' range of dynamic modes also gives the ability to significantly alter the way it feels. While Eco Pro is unlikely to be regularly selected by any driver not staring at a low-fuel warning light, the differences between Comfort, Sport, and Sport Plus are immediately noticeable in terms of throttle response, cabin noise, and transmission shift mapping. This last detail felt particularly well resolved, with Comfort still downshifting quickly and cleanly for passing urge, but with Sport and even Sport Plus not holding onto low ratios for excessively long.

Unsurprisingly, the Supra feels much rawer and more direct. The fast-geared steering is richer in feedback than the 230i's—and yet without unwanted kickback over rougher surfaces. Toyota has done a better job of tuning BMW's hardware than BMW has. But the powertrain integration feels less good, with both an abrupt top-end accelerator response and less accomplished gearbox programming, with occasional awkward pauses when working out a downshift strategy. The Supra's purer purpose is also evident in its lack of switchable dynamic functions beyond a Sport mode. The Toyota changes direction with more enthusiasm than the BMW and feels more engaging on a twisty road, but it struggled more with traction in tighter corners, lacking the BMW's optional electronically controlled differential.

This brings us to the most obvious difference that separates these cars: the fact the 2-series coupe comes with 100 percent more seating capacity. Granted, getting into the rear of the passenger compartment requires gymnastic dexterity, and any full-size adult will struggle to fit back there unless the corresponding front seat is moved well forward. But for anybody planning to travel with more than one passenger, the BMW is the clear winner in this pairing.

The BMW's cabin is also more spacious up front, and despite having a higher seating position than the Toyota, it boasts more headroom as well. The 230i's cabin is also finished in plusher and better-feeling materials, and benefits from BMW's current generation of switchgear and the iDrive 7 user interface. Our test car also had the Live Cockpit Pro upgrade, which adds a head-up display to the standard digital instrument cluster and the crisply rendered 10-inch touchscreen. Cruising refinement is markedly better than in the Toyota as well.

By contrast, the Supra's cockpit is snug and tight-fitting. And anybody who has traded in a five-year-old BMW will recognize these climate controls and shortcut keys. In terms of functionality, they work fine, as does the smaller 8.8-inch touchscreen that sits in a separate binnacle above the central air vents. But they don't look as good or feel as upmarket. However, we do prefer the older-style shifter the Supra still uses—it has a more satisfying weight and shape than the less substantial new version in the 230i. Both cars boast an identical 10 cubic feet of trunk space, although the BMW's luggage compartment easier to access.

Both challengers look sensible than their more profligate six-cylinder siblings, and both previously recorded a highly impressive 38 mpg on our highway fuel-economy test. The Toyota will have a greater appeal to those seeking to hide their frugality—beyond inch-smaller wheels, it looks identical to the 3.0-liter GR, but a $44,635 base price makes it more than $8000 cheaper. Our fully loaded 230i test car was optioned to within $600 of the Supra, but its $37,345 base price is significantly lower—and also $12,200 less than the all-wheel-drive-only M240i.

If you're looking for a sports car, the Supra is the definite winner here, and it shades a narrow overall victory. Even in its most basic 2.0-liter form, the Toyota is both fast and thrilling, and while we will fully understand anybody wanting to make the stretch for the bigger engine, the four-pot barely feels like a poor relation. The 230i is less exciting but much more practical, a genuine successor to many of the small, punchy BMW coupes we have loved in the past. Its traditional radiator grille and muscular proportions also make it one of the best-looking BMWs of recent years. Long may that trend continue.

For over four decades the Toyota Supra has earned a reputation as an icon among sports car enthusiasts. From its first-generation roots as the Celica Supra in 1979 to its current fifth-generation form as the GR Supra, the model has captured drivers' hearts over the years with a blend of power, handling, tech, and style. For 2024, Toyota pays tribute to that history with an eye-popping 45th Anniversary Edition.

As an ode to the 1990's models, the GR Supra 45th Anniversary edition will be available in a deep orange Mikan Blast ("mikan" means orange in Japanese) or ice cold Absolute Zero. Built on the 3.0 Premium Grade, this GR Supra's low-slung, condensed extreme design is complemented by a large, manually adjustable rear spoiler. Rising about three inches above the rear decklid, the spoiler has an adjustment screw that allows drivers to change its angle and influence the amount of downforce being applied to rear wheels.

The 45th Anniversary Edition also features matte-black finished 19-inch aluminum wheels and black painted opposite mounted brake calipers that wear a GR logo up front. A black side panel graphic with a cutout Supra logo sweeps upward along the side, accentuating the vehicle's contours. Altogether, the special edition brings a touch of nostalgia and flair to the 2024 Supra lineup with a look reminiscent of the MkIV model of big screen fame. The 45th Anniversary Edition will be limited to 900 units, split evenly between Mikan Blast and Absolute Zero. The engine will be flanked by exclusive 45th Anniversary Edition Mikan Blast strut tower braces that bear the TOYOTA GAZOO Racing logo. It will be available in both manual and automatic transmission options and will be powered by the same B58 inline six-cylinder 3.0-liter turbocharged engine on all 3.0 Supra models, outputting 382-hp and 368 lb.-ft. of torque.

The GR Supra 45th Anniversary Edition sticks with the nameplate's playbook of offering unique versions since its relaunch. Since the model returned to the market in 2019, Toyota has rolled out Launch, A91, A91 Carbon Fiber, and A91MT editions. Additionally, the GR Supra has continued to evolve over the past four model years, with changes like increased horsepower and torque on the 3.0 models, updates to handling dynamics, the addition of a 2.0-L 4-cylinder model, and the addition of a Manual Transmission option. In 2020 Toyota GAZOO Racing also started producing a GR Supra GT4 model for racing.

GR Supra 45th Anniversary models are expected to arrive at Toyota dealerships in the fall of 2023.

Time flies when you remember that the fifth-generation Supra has been around for nearly five years. The BMW Z4-based sports car has spawned a multitude of special editions since its debut, including a long-awaited manul for the six-cylinder model. Until the hotly anticipated GRMN arrives next year, Toyota is squeezing in yet another limited-run model.

There's a good reason this looks like a race car with a license plate. The latest Supra special is modeled after the GR Supra GT4 Evo. Toyota is celebrating the production of one hundred race cars with a GT4 100th Edition Tribute wearing a color-matching Plasma Orange paint. It comes with a custom body wrap and boasts numerous Gazoo Racing accessories to set it apart from a standard Supra.

This version is available only in Europe and is based on the Lightweight trim level with a 3.0-liter engine and a six-speed manual gearbox. Upgrades vary from carbon fiber side mirror caps and rear wing to black brake calipers and AC Schnitzer's front splitter. It also gets a Bilstein Evo T1 suspension with 10-stage damper adjustment and a lowered ride height of up to 1.4 inches (35 millimeters).

Other substantial changes include lightweight Protrack One cast wheels and a Milltek sports exhaust system with bespoke tips to fit the standard rear apron. Because this Supra comes with several aftermarket parts, it's on display at the 2023 Essen Motor Show in Germany until December 10 – basically Europe's SEMA equivalent.

Toyota is going to sell only 100 examples of the Supra GT4 100th Edition Tribute on the Old Continent. In Germany, it's charging a steep €68,900 or €2,450 more than the Lightweight version upon which it's based. At the same time, it's €16,050 pricier than a base Supra in Deutschland. In the United States, prices vary from a far lower $45,540 for the base 2.0 to $64,375 for the 45th Anniversary Edition.

Toyota has several reasons for charging a lot more for the Supra A90 Final Edition. Not only is it the end of the line for the current sports car, but it also brings a significant boost in power, among other hardware tweaks. With production capped at 300 units for Europe and Japan, the exclusivity factor shouldn’t be ignored either. Given increasingly stricter emissions regulations in Europe, there may never be a car like this.

Nevertheless, is it worth a nearly 100 percent premium over a standard six-cylinder model? Pricing for the Supra’s swan song is out in Germany, where customers must fork out €142,800. For reference, the regular 3.0-liter model begins at €73,250, while the entry-level 2.0-liter version costs €63,250. The Final Edition’s pricing is definitely not a typo. Heck, the car is even more expensive in France, at €144,000. French buyers must win the right to buy the vehicle by entering a lottery.

There are a lot of nice cars you could buy with that kind of money. A fully loaded BMW M4 Competition xDrive is still cheaper than the Supra A90 Final Edition in Deutschland. We can say the same for a Toyota V-6-powered Lotus Emira with all the bells and whistles. Even a Porsche 911 Carrera T is more affordable, kicking off at €141,700 in Germany. A quick search on Mobile.de will reveal that kind of money can also buy you a Ferrari 458 or an Audi R8 with its glorious naturally aspirated V-10.

Nevertheless, the last hurrah for the fifth-generation Supra is still a bargain (well, not really) compared to the Alpine A110 R Ultime. Renault’s performance branch wants a ludicrous €330,000, making it the most expensive four-cylinder new car ever.

As a refresher, the Supra A90 Final Edition doesn’t get BMW’s superior S58 engine. It utilizes an upgraded B58, now making 429 hp instead of 382 hp. Torque rises from 369 lb-ft (500 Nm) to 420 lb-ft (570 Nm). The turbocharged 3.0-liter inline-six is more potent than in any BMW application to date, which seems a bit odd.

Toyota throws in bigger Brembo front brakes, an Akrapovič titanium exhaust, and an adjustable KW suspension. Those 300 buyers also receive staggered wheels with Gazoo Racing branding, measuring 19 inches at the front and 20 inches at the back. GR mounts 265/35Z1R19 front and 285/30ZR20 rear Michelin Pilot Sport Cup 2 tires, which are 10 percent wider.

The Supra’s epilogue also has a new aero pack with a carbon fiber front spoiler and rear swan-neck wing. The hood duct is made from the same lightweight material and can be removed during a track day when extra cooling is needed. Sold only with a six-speed manual, the car gets the Supra GT4’s aluminum mount for the rear subframe. Other goodies include carbon fiber Recaro bucket seats with red seatbelts and plenty of Alcantara.

Toyota has yet to announce an equivalent of the Supra A90 Final Edition for the United States, but logic tells us that an immensely expensive finale is coming.