2021 Toyota GR Supra 3.0 First Test: Is the Upgraded A90 Quicker? Sorta

 The answer isn't as clear-cut as you'd expect, given the 2021 Supra's 47-hp advantage.

Early adopters of the 2020 Toyota GR Supra are not going to pleased. Just a year after its highly anticipated—and somewhat incredulous—debut, the six-cylinder A90-generation Supra gets a big boost in output—an extra 47 horsepower and 3-lb-ft torque—for 2021. (There also is a new, less-powerful Supra 2.0 four-cylinder model.) The sporty coupe's notoriously jumpy suspension gets a welcome re-tune and another special edition bows. We got a hold of a 2021 Supra 3.0 Premium to gauge the differences and measure the six-cylinder Toyota's performance at the track.

But First, The 2021 Supra 3.0'S Engine Changes

Toyota explains the increase in output of the Supra 3.0's turbocharged 3.0-liter inline-six engine as the result of a "new dual-branch exhaust manifold, with six ports instead of two, [that] improves airflow and heat management. A new piston design reduces the engine's compression ratio from 11:1 to 10.2:1 to prevent abnormal combustion due to high boost." As a result, both initial horsepower and torque peaks shift slightly higher. Comparing horsepower, figures move from 335 hp at 5,000 rpm to 382 hp at 5,800 rpm. In terms of torque, the change is more subtle, from 365 lb-ft at 1,600 rpm to 368 lb-ft at 1,800 rpm. The eight-speed automatic transmission and active differential remain unchanged. From the seat of the pants, there's no difference in driving sensations, but for one: In Sport mode, the active exhaust no longer pops and spits in off-throttle/braking zones. Maybe the reduction in compression ratio from 11.1:1 to 10.2:1? Or maybe just compliance with anti-noise laws.

So, Is The 2021 Supra Quicker?

We were eager to find out, so we took the revised Supra to the dragstrip.

"Toyota seems to have taken the leash off launch control," my notes read, "freeing up traction control to allow generous wheelspin compared to the 2020 model of the same trim, but too much and with inconsistent results: First attempt lit the rear tires; second, less so, but still too much. The third launch felt utterly neutered: zero wheelspin, less power, and way slower. With traction/launch control shut off and a prudent but progressive throttle, I managed better times, but it wasn't easy."

The numbers tell the story. The new car, wearing the same tires as last year's model, needed 0.2 second longer to reach 30 mph, illustrating the maximum torque arriving later, and 0.1 second more to 60 mph (achieved in 4.0 seconds, behind the 2020's rather consistent 3.9 best). So ... it's slower? To 60 mph, yes—however, at the finish line of the quarter mile, where increased horsepower shows up, the new Supra ran down its predecessor. The 2021 beats the 2020 to the line by just 0.2 second, making the run in 12.3 seconds; but more impressively, it clears the traps over 5 mph faster, at 115.8 mph. Translated, this means the 2021 Supra 3.0's extra power shows up at higher speeds, less so right off the line.

2021 Supra Chassis And Suspension Changes

In an attempt to improve cornering stability and roll resistance, Toyota added strut tower braces under the hood, revised the adaptive dampers' rates, and changed out all the bumpstops. As a result, it revised steering, stability control, and differential tuning, as well. Indeed, we noticed a marked improvement in how well the 2021 Supra can turn into (and maintain) a line and transition to another corner on a curvy road with far less fear of encountering a midcorner bump. It still rewards driving smoothness, but it is more forgiving of mistakes.

That said, in Sport mode, with both stability and traction control completely disabled, on our much tighter figure-eight "race track in a bottle" test, my notes read, "Wow, this car is a handful, to say the least. Corner-entry oversteer on the brakes; does not like trail-braking at all. Then, it's far too easy to kick the tail out on the skidpad with either abrupt steering or throttle inputs. It still prefers a steady state and steady driver inputs on the skidpad. It requires such a delicate touch in everything a driver does. It's really tail-happy on exit, so you need to be very prudent with the throttle, keeping a handful of opposite lock in your back pocket for fear of looping it. Perhaps one of the most challenging cars I've ever driven on the figure-eight, including Ferraris, Lambos, McLarens, and Porsches, some with double the horsepower. I don't know who's asking for a car this lively, but here it is."

In terms of the rear suspension producing a lap belt-cinching hop after encountering an abrupt dip, the '20's biggest handling issue, we'll say it has been addressed but not solved. Rear rebound damping needs further revision.

Is The 2021 Toyota Supra Worth It?

Yeah, of course it is. It's a really rewarding rear-drive sports car with just enough power to scare you on occasion, even if it doesn't launch quite as hard as last year's less-powerful model. It still has a barely restrained edginess to it that few manufacturers offer at this price. Coming in precisely $500 more than the previous Supra, it has largely better road manners with an extra helping of top-end scoot to boot.