The Third Shall be First: 1986–1993 Toyota Supra

Even though the 1986 Toyota Supra marked the third generation of Toyota's high-performance six-cylinder sports coupe, it was also something of a milestone: the first Supra to carry that nameplate in the Japanese market (earlier models had been branded as "Celica XX") and the first completely independent of the Celica lineup, which until then had always been linked to the four-cylinder Celica. This separation allowed the Supra to evolve into a distinct luxury performance car.

Photo taken at ToyotaFest 2013

Below is a concise history of the 1986-1993 Celica MK 3/Third-Generation Supra, written by the esteemed automotive historian Aaron Severson of AteUpWithMotor.com. Enjoy!

Supra and Celica Go Their Separate Ways

In the early '80s, Toyota began shifting its core models to more efficient front-wheel-drive platforms. The Corona and Carina sedans transitioned in 1983 and 1984, respectively, followed by the fourth-generation Celica in August 1985, which adopted the Carina's platform. The new front-wheel-drive setup made it impractical to continue offering six-cylinder Celica variants, as had been done with the previous generations. However, the earlier Celica XX/Supra had performed well, as did its luxury counterpart, the Toyota Soarer. Instead of discontinuing these popular models, Toyota decided to provide them with their own rear-wheel-drive platform.

Picture taken at ToyotaFest 2013

The third-generation Supra and second-generation Soarer, both introduced in early 1986, featured an entirely new chassis. They swapped out the previous MacPherson struts and semi-trailing arms for a more advanced suspension system: upper wishbones and lower L-arms upfront; upper A-arms, trailing arms, and lower lateral links in the rear. Coil springs became standard, while Toyota Electronically Modulated Suspension (TEMS), which offered three-position adjustable shocks, was an option, along with ABS and later an electronic skid control system. Power steering and four-wheel vented disc brakes came standard.

The third-generation Supra was a sleek yet somewhat unassuming 2+2 with a lift-up glass hatch and small rear seats. Despite being slightly shorter than its predecessor, it weighed at least 375 lbs (170 kg) more due to enhanced standard features and the structural reinforcements needed for the optional removable roof panel introduced mid-1986. In Japan, these lift-roof Supras were called Aerocoupes, whereas export models were referred to as Sport Roofs.

Varieties of the Third-Generation Supra

When looking exclusively at export models, the third-generation Supra's mechanical specifications are fairly straightforward. All export Supras utilized Toyota's 2,954 cc (180 cu. in.) 24-valve DOHC straight-six engine, producing 200 hp in naturally aspirated 7M-GEU guise and 230 hp (later 232 hp) in turbocharged 7M-GTEU form. Drivers could choose between a five-speed manual or a four-speed automatic transmission. ABS, TEMS, and the lift-off Sport Roof were optional, though export cars lacked the Japanese models' optional skid control system and digital instrument panel.

89-92 Toyota Supra/MK3

The Japanese domestic market (JDM) lineup was far more complex, largely due to local taxation regulations. To keep the Supra in a more affordable tax bracket, JDM models offered a range of 2.0-liter engines and a narrower body with narrower wheels and tires compared to export models. (Some JDM Supras later featured the export cars' wider bodies and tires for racing homologation purposes, but standard Supras stayed just under the 66.9-inch (1,700mm) width limit for the domestic small car category.)

At launch, Japanese buyers could opt for four 2.0-liter Supras: the 2.0S and 2.0G, powered by the 105 hp (JIS) SOHC 1G-EU six; the 2.0GT with the DOHC 1G-GEU engine at 140 hp JIS; and the DOHC 24-valve 2.0GT Twin-Turbo with 185 hp JIS. At the top of the range was the 230 hp 3.0GT Turbo, initially available only with automatic transmission; the naturally aspirated 7M-GEU engine was never offered on JDM Supras.

In 1989, Japanese Supras received a new DOHC base engine, the 135 hp 1-GFE, while other engines gained additional power: 150 hp for the 2.0GT, 210 hp for the 2.0GT Twin-Turbo, and 240 hp for the 3.0GT Turbo. (There was also a limited-edition 3.0GT Turbo A with 270 hp, primarily for racing homologation.)

Two years later, Japanese 3.0GT Turbos were replaced by a new 2.5GT Twin-Turbo series featuring the 2,491 cc (152 cu. in.) 1JZ-GTE engine, shared with the latest Soarer. Producing 280 hp JIS, the 2.5 GT Twin-Turbo was the most potent third-generation Supra, though it was never officially exported.

Bigger, Faster, Yet Less Exciting?

The third-generation Supra was a large, capable grand tourer that performed admirably in Group A touring car races from 1988 to 1993. Even in stock form, the 3.0-liter and turbocharged models were quite quick: Naturally aspirated export Supras could hit 60 mph in under 8 seconds and reach top speeds exceeding 130 mph, while the 3.0-liter Supra Turbo could accelerate to 60 mph in under 7 seconds and achieve a top speed of over 145 mph. (Toyota claimed over 150 mph, but independent tests deemed this optimistic.) Unfortunately, the 2,954 cc engine lacked refinement at high revs, and its substantial power was somewhat mitigated by the Supra's considerable heft, making it quicker than some lighter but less powerful competitors like the Mazda RX-7 and Porsche 924S.

Handling told a similar story. With their fat 225/50VR16 tires, export Supras had plenty of cornering and braking grip, but their size, weight, and over-assisted, slightly numb steering (somewhat improved on later models with speed-variable power assist) made them feel a bit cumbersome. While the Supra was relatively quiet and rode comfortably for a GT, it wasn't as engaging to drive as Toyota's smaller mid-engine MR2. Critics generally agreed that the Supra had grown too large and too bland for its own good.

Despite this, the third-generation Supra sold exceptionally well: nearly 60,000 units in its debut year and close to 50,000 in 1987. Early sales were stronger overseas than in Japan, but domestic sales surged dramatically in 1989 as exports declined. By its final years, the Supra outsold itself domestically due to the strong yen driving up export prices. Overall, Toyota sold more than 240,000 third-generation Supras through early 1993—a solid figure for such a premium GT.

Regrettably, the Supra wouldn't match those numbers again, even with the sleeker, slimmer, significantly faster fourth-generation model debuting in April 1993.

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