ma71supraturbo
09-18-2005, 02:22 AM
http://www.geocities.com/ma71supraturbo/articles/mk3/3_86mtsupra1.jpg
’86.5 Toyota Supra
Is it finally a true sports car?
By Jack R. Nerad
Some heady philosophical questions have arisen over the ages: Is there life after death? How many angels can dance on the head of a pin? Why do firemen wear red, white and blue suspenders? But perhaps the most profound question of all, at least to a car crazy, is the age-old query, “What is a sports car?” Of course, the answer is anything but self-evident. Those of us who write about automobiles for a living have wrestled with it throughout our careers, and we consider ourselves lucky if we survive the best of three falls. It’s the kind of question that makes Roddy Piper look like a candystriper.
We bring this old chestnut to this context because the folks at Toyota would have us believe their new Supra is indeed a true sports car. According to their line of reasoning, last year’s Celica Supra was a “sporty” car, but this all-new edition Supra qualifies as a “sports” car.
Okay, fine. But what is a true sports car? In Ken Purdy’s day, it was an open 2-seater designed for pleasure driving. That definition, however, excludes the new Supra and also such obvious sports cars as the Porsche 911. Instead of trying for a nebulous definition of such a hard-to-grasp concept, it might be better to simply describe the new Supra and then let you decide for yourself.
First it should be established that the Supra is a completely different car from the current Celica that you’ve read about in these pages recently. For the 1986 model-year, the Celica went front-wheel drive, while the Supra retains the front-engine/rear-drive configuration. Both cars are utterly new, but now the Celica is positioned against such cars like the Nissan 200SC and Honda Prelude, and the Supra is designed to go up against the likes of the Nissan 300ZX, Camaro IROC-Z, and Mazda RX-7. As Toyota’s performance standard bearer, the Supra obviously has a big job ahead of it.
And if there’s one thing you can say about the Supra, it’s that the car is big. (Or should we say BIG?) At 3450lb, the new Toyota outweighs its erstwhile direct competitor, Nissan’s 300ZX, but nearly 400lb. Of course, the Supra has two rear seats more (more about that decision later), but it still scales in at 300lb more than the 300ZX 2+2. And it also outweighs the Camaro IROC-Z (3279 lb), the Porsche 944 Turbo (2850 lb), Corvette (3216 lb), and the Mazda RX-7 (2850 lb), not to mention the ’85 Celica Supra (2976 lb).
We don’t want to make too much of the Supra’s full figure, but on Yamaha’s Hamamatsu test course – where we gained most of our hands-on experience with the car – it felt big. This is no cuts-like-a-knife pocket rocket; this is a big, brawny Incredible Hulk of a car. Power is there in profusion; the chassis gives many of the right responses, but there is little question this new Supra is a lot of car with all the good and bad that implies.
Looking at the good, we have the 3-liter 24-valve twin-cam fuel-injected engine. Sure, that description is a high-tech mouthful, and for good reason. This engine could be Toyota’s most advanced production powerplant ever. Basically a stroked version of the previous 2.8-liter Celica Supra engine, the straight-six 7M-GE was also treated to a 4-valve head, and it uses a new fuel-injection system that includes a separate injector for each of the two intake ports per cylinder. These features combine to make the new engine one of the most powerful normally aspirated 6-cylinders in the world. With its twin overhead camshafts whirring away, it produces 200 hp and 185 lb-ft of torque. Further, according to Supra Chief Engineer Akihiro Wada, at any engine speed between 1200 rpm and 6400 rpm the 7M-GE produces at least 80% of its maximum torque.
On the Yamaha test track, we confirmed the flexibility of the new engine. Unlike most 4-valves we’ve experienced recently, including those in the MR2 and the Celica GT-S, the Supra’s engine doesn’t have to be kept in the stratosphere of the rev band to provide power. Even at relatively low rpm, the 7M-GE will shoot the back wheels enough torque to make steering with the throttle a viable option.
Toyota claims a 7.7-sec 0-60 time for its new Supra, 1.2 sec better than the clocking we got for the Celica Supra last year. Top Speed is a claimed 131 mph. Confirmation of those figures, of course, awaits our test of production units here in the United States. We can, however, say that we observed speeds of 130-plus at the end of Hamamatsu test track’s long, slightly downhill straight. We can also say the Supra didn’t seem to have the off-the-line torque of, say, a 5-liter IROC-Z – not surprising considering the 2-liter difference in their displacements.
Strangely, Camaro comparisons seem natural with the new Supra. Perhaps that’s because the two cars are so similar in size. With a 102.2-in. wheelbase and overall length of 181.9 in., the Supra is much closer to the Camaro (wheelbase 101.0 in., length 192.0 in) than it is to the 300ZX or RX-7. And despite the fact that the Camaro has a solid rear axle while the Supra has independent suspension front and rear, comparisons can be made between the handling as well. If anything, the sporty Camaro seems tauter and less inclined to roll than the sports car Supra.
A major reason for this could stem from Toyota’s decision to aim for a boulevard ride as well as leading edge (a claimed 1.0 g) handling. The Toyota Electronically Modulated Suspension (TEMS) may be the most complicated ever installed in a standard production car. You’ve probably read about TEMS before, since a version of it is also used in the Cressida. Simply put, the system controls the shock damping. After the driver selects between Normal and Sport mode, the on-board computer chooses shock settings of soft, medium, or firm in Normal, and medium or firm in Sport, depending on driving conditions. That’s complicated enough, but to that system Toyota engineers have added what they term “double wishbone” suspension on all four wheels.
Double wishbone is, of course, the tried-and-true suspension used in most pure race cars, and while the Toyota system isn’t precisely the classic double-wishbone arrangement, its design manages to keep most of the essentials intact. The intriguing part is that the front and rear suspension members are mounted on individual subframes, which are then attached to the main unibody. This technique makes mass production of the car much easier, but we suspect its one reason the car is so heavy, and it may also contribute to the Supra’s softness and roll in cornering. Another reason for the roll in our test cars was the relative softness of various suspension bushings, and, as we write this, a minor war is being waged between the product planners who’d like to see more stiffness and the designers in Japan who’d like to retain the cushy ride. We’ll see who won when we test a production car soon.
The Cushy Clan obviously was victorious when it comes to the Supra’s interior. The eight-way power seat covered in perforated leather is one of the best available. Instrumentation is excellent with large, easy-to-read analog dials for tach, speedometer, water temperature, oil pressure, voltage, and fuel level. Shift lever and handbrake placement are spot-on, and the three-spoke steering wheel is properly sportif. Add to that a future-tech stereo system, plenty of bins for storage, all the electronic doo-dads under the sun, and you have one commodious cabin.
The only quarrel we have with it is the rear seats. Instead of hedging its bets by making this a 4-seater, we wish Toyota had ash-canned the extra wheelbase and weight needed for them and built this car just for two.
As to the exterior, well, you can see as well as we can, so you decide if you like it. Overall, we’re attracted by the total shape, but put off just a little by busy-busy-busy details like the multi-level taillamp covers and the clear-plastic-over-body-color wraparound rubstrip. It’s also obvious that the straight-six made for a much higher hoodline than on many other current models.
So the question remains: Is the new Toyota Supra a true sports car? To be fair to it and to us, we’d have to say in some ways it is, and in some ways it isn’t. It’s up to you to decide if it lives up to your own perception of the true sports machine.
DATA
POWERTRAIN
Vehicle configuration Front engine, rear drive
Engine configuration L-6 DOHC 4 valves/cylinder
Displacement 2954 cc (180.3 cu in.)
Max. power (SAE net) 200 hp @ 6000 rpm
Max. torque (SAE net) 185 lb-ft @ 4800 rpm
Transmission 5-sp. Man.
Final drive ratio 3.37:1
CHASSIS
Suspension f/r Independent/independent
Brakes f/r Disc/disc
Steering Rack and pinion, power assist
Wheels 16 X 7.0 in., alloy
Tires 225/50VR16
DIMENSIONS
Wheelbase 2596 mm (102.2 in.)
Overall length 4620 mm (181.9 in.)
Curb weight 1561 kg (3450 lb)
Fuel capacity 70.0 L (18.5 gal)
’86.5 Toyota Supra
Is it finally a true sports car?
By Jack R. Nerad
Some heady philosophical questions have arisen over the ages: Is there life after death? How many angels can dance on the head of a pin? Why do firemen wear red, white and blue suspenders? But perhaps the most profound question of all, at least to a car crazy, is the age-old query, “What is a sports car?” Of course, the answer is anything but self-evident. Those of us who write about automobiles for a living have wrestled with it throughout our careers, and we consider ourselves lucky if we survive the best of three falls. It’s the kind of question that makes Roddy Piper look like a candystriper.
We bring this old chestnut to this context because the folks at Toyota would have us believe their new Supra is indeed a true sports car. According to their line of reasoning, last year’s Celica Supra was a “sporty” car, but this all-new edition Supra qualifies as a “sports” car.
Okay, fine. But what is a true sports car? In Ken Purdy’s day, it was an open 2-seater designed for pleasure driving. That definition, however, excludes the new Supra and also such obvious sports cars as the Porsche 911. Instead of trying for a nebulous definition of such a hard-to-grasp concept, it might be better to simply describe the new Supra and then let you decide for yourself.
First it should be established that the Supra is a completely different car from the current Celica that you’ve read about in these pages recently. For the 1986 model-year, the Celica went front-wheel drive, while the Supra retains the front-engine/rear-drive configuration. Both cars are utterly new, but now the Celica is positioned against such cars like the Nissan 200SC and Honda Prelude, and the Supra is designed to go up against the likes of the Nissan 300ZX, Camaro IROC-Z, and Mazda RX-7. As Toyota’s performance standard bearer, the Supra obviously has a big job ahead of it.
And if there’s one thing you can say about the Supra, it’s that the car is big. (Or should we say BIG?) At 3450lb, the new Toyota outweighs its erstwhile direct competitor, Nissan’s 300ZX, but nearly 400lb. Of course, the Supra has two rear seats more (more about that decision later), but it still scales in at 300lb more than the 300ZX 2+2. And it also outweighs the Camaro IROC-Z (3279 lb), the Porsche 944 Turbo (2850 lb), Corvette (3216 lb), and the Mazda RX-7 (2850 lb), not to mention the ’85 Celica Supra (2976 lb).
We don’t want to make too much of the Supra’s full figure, but on Yamaha’s Hamamatsu test course – where we gained most of our hands-on experience with the car – it felt big. This is no cuts-like-a-knife pocket rocket; this is a big, brawny Incredible Hulk of a car. Power is there in profusion; the chassis gives many of the right responses, but there is little question this new Supra is a lot of car with all the good and bad that implies.
Looking at the good, we have the 3-liter 24-valve twin-cam fuel-injected engine. Sure, that description is a high-tech mouthful, and for good reason. This engine could be Toyota’s most advanced production powerplant ever. Basically a stroked version of the previous 2.8-liter Celica Supra engine, the straight-six 7M-GE was also treated to a 4-valve head, and it uses a new fuel-injection system that includes a separate injector for each of the two intake ports per cylinder. These features combine to make the new engine one of the most powerful normally aspirated 6-cylinders in the world. With its twin overhead camshafts whirring away, it produces 200 hp and 185 lb-ft of torque. Further, according to Supra Chief Engineer Akihiro Wada, at any engine speed between 1200 rpm and 6400 rpm the 7M-GE produces at least 80% of its maximum torque.
On the Yamaha test track, we confirmed the flexibility of the new engine. Unlike most 4-valves we’ve experienced recently, including those in the MR2 and the Celica GT-S, the Supra’s engine doesn’t have to be kept in the stratosphere of the rev band to provide power. Even at relatively low rpm, the 7M-GE will shoot the back wheels enough torque to make steering with the throttle a viable option.
Toyota claims a 7.7-sec 0-60 time for its new Supra, 1.2 sec better than the clocking we got for the Celica Supra last year. Top Speed is a claimed 131 mph. Confirmation of those figures, of course, awaits our test of production units here in the United States. We can, however, say that we observed speeds of 130-plus at the end of Hamamatsu test track’s long, slightly downhill straight. We can also say the Supra didn’t seem to have the off-the-line torque of, say, a 5-liter IROC-Z – not surprising considering the 2-liter difference in their displacements.
Strangely, Camaro comparisons seem natural with the new Supra. Perhaps that’s because the two cars are so similar in size. With a 102.2-in. wheelbase and overall length of 181.9 in., the Supra is much closer to the Camaro (wheelbase 101.0 in., length 192.0 in) than it is to the 300ZX or RX-7. And despite the fact that the Camaro has a solid rear axle while the Supra has independent suspension front and rear, comparisons can be made between the handling as well. If anything, the sporty Camaro seems tauter and less inclined to roll than the sports car Supra.
A major reason for this could stem from Toyota’s decision to aim for a boulevard ride as well as leading edge (a claimed 1.0 g) handling. The Toyota Electronically Modulated Suspension (TEMS) may be the most complicated ever installed in a standard production car. You’ve probably read about TEMS before, since a version of it is also used in the Cressida. Simply put, the system controls the shock damping. After the driver selects between Normal and Sport mode, the on-board computer chooses shock settings of soft, medium, or firm in Normal, and medium or firm in Sport, depending on driving conditions. That’s complicated enough, but to that system Toyota engineers have added what they term “double wishbone” suspension on all four wheels.
Double wishbone is, of course, the tried-and-true suspension used in most pure race cars, and while the Toyota system isn’t precisely the classic double-wishbone arrangement, its design manages to keep most of the essentials intact. The intriguing part is that the front and rear suspension members are mounted on individual subframes, which are then attached to the main unibody. This technique makes mass production of the car much easier, but we suspect its one reason the car is so heavy, and it may also contribute to the Supra’s softness and roll in cornering. Another reason for the roll in our test cars was the relative softness of various suspension bushings, and, as we write this, a minor war is being waged between the product planners who’d like to see more stiffness and the designers in Japan who’d like to retain the cushy ride. We’ll see who won when we test a production car soon.
The Cushy Clan obviously was victorious when it comes to the Supra’s interior. The eight-way power seat covered in perforated leather is one of the best available. Instrumentation is excellent with large, easy-to-read analog dials for tach, speedometer, water temperature, oil pressure, voltage, and fuel level. Shift lever and handbrake placement are spot-on, and the three-spoke steering wheel is properly sportif. Add to that a future-tech stereo system, plenty of bins for storage, all the electronic doo-dads under the sun, and you have one commodious cabin.
The only quarrel we have with it is the rear seats. Instead of hedging its bets by making this a 4-seater, we wish Toyota had ash-canned the extra wheelbase and weight needed for them and built this car just for two.
As to the exterior, well, you can see as well as we can, so you decide if you like it. Overall, we’re attracted by the total shape, but put off just a little by busy-busy-busy details like the multi-level taillamp covers and the clear-plastic-over-body-color wraparound rubstrip. It’s also obvious that the straight-six made for a much higher hoodline than on many other current models.
So the question remains: Is the new Toyota Supra a true sports car? To be fair to it and to us, we’d have to say in some ways it is, and in some ways it isn’t. It’s up to you to decide if it lives up to your own perception of the true sports machine.
DATA
POWERTRAIN
Vehicle configuration Front engine, rear drive
Engine configuration L-6 DOHC 4 valves/cylinder
Displacement 2954 cc (180.3 cu in.)
Max. power (SAE net) 200 hp @ 6000 rpm
Max. torque (SAE net) 185 lb-ft @ 4800 rpm
Transmission 5-sp. Man.
Final drive ratio 3.37:1
CHASSIS
Suspension f/r Independent/independent
Brakes f/r Disc/disc
Steering Rack and pinion, power assist
Wheels 16 X 7.0 in., alloy
Tires 225/50VR16
DIMENSIONS
Wheelbase 2596 mm (102.2 in.)
Overall length 4620 mm (181.9 in.)
Curb weight 1561 kg (3450 lb)
Fuel capacity 70.0 L (18.5 gal)