toyota supra Used Parts Online

The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider. Starting in mid-1986, the Supra (in its third generation, MKIII) became its own model and was no longer based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra. The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine. The first three generations were offered with a direct descendant to the 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine. Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo, being blue instead of orange. This logo was used until January 1986, when the MKIII Supra was introduced. The new logo was similar in size, with orange writing on a red background, but without the dragon design. That logo, in turn, was on Supras until 1991 when Toyota switched to its current oval company logo. Mark I 1979-1981 The first generation Supra was based largely upon the Toyota Celica liftback, but was longer by 129.5 mm (5.1 in). The doors and rear section were shared with the Celica but the front panels were elongated to accommodate the Inline-6 instead of the stock Celica's 4-cylinder engine. Toyota's original plan for the Supra at this time was to make it a competitor to the very popular Datsun (now Nissan) Z-car. In 1978 Toyota began production of the Mark I Supra in Japan, as the Toyota Celica XX. The year it debuted in the United States and Japan was in 1979. The USA Mark I (chassis code MA46) was originally equipped with a 110 hp (82 kW) 2.6 L (2563 cc, 156 cu in) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, the Japanese Mark I (chassis code MA45) was offered with a 110 hp (82 kW) 2.0 L 12-valve SOHC inline-6 engine (M-EU). Both were the first Toyota engines equipped with electronic fuel injection. Drivetrain options for the Mark I were either a 5-speed manual (W50) or an optional 4-speed automatic transmission (A40D). Both transmissions featured an overdrive gear. The top gear in the 5-speed was its overdrive gear whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The drivetrain for the Supra retained the T series solid rear axle configuration of the Celica in the Japanese MA45 version and a larger F series (and optional Limited Slip Differential) in the MA46 and MA47. The car also came standard with 4-wheel disc brakes and featured a four-link rear suspension with coil springs, lateral track bar, and stabilizer bar. The front suspension consisted of MacPherson struts and a stabilizer bar. In 1980, the Japanese Mark I (also branded with the MA46 chassis code) was offered with a 145 hp (108 kW) 2 L (1988 cc, 121 cu in) 12-valve SOHC Turbocharged inline-6 engine (M-TEU). The engine was equipped with a Garrett T03 Turbo, but was not intercooled. This was the first Toyota engine to utilize a turbocharger. The changes for the 1980 US version were different, but mostly cosmetic. The interior received a redesigned center console and a digital quartz clock. On the exterior were redesigned side view mirrors, the 14x5.5 aluminum rims, which were optional in 1979, are now standard (the 1979s had steel rims with plastic wheel covers standard). In addition body molded mudflaps became available. On the copper metallic and white cars the mudflaps were painted the body color while the mudflaps were left black on all other colors. On the rear of the mudflaps, the word "Celica" was painted in white lettering. In the coming year, 1981, the Supra received an upgrade in displacement with the 2.8 L (2759 cc, 168 cu in) 5M-E engine. It is still a 12-valve SOHC engine, but makes 116 hp (87 kW) and 145 lb-ft (197 N-m) of torque. The cars automatic transmission was changed to the revised Toyota A43D and it gained a revised final drive gearing. Because of the change in engine and transmission they dubbed a new chassis code of MA47. The final year of the MK I Supra it achieved a 0-60 MPH time of 10.24 seconds and finished the 1/4 mile in 19.5 seconds at 77.7 mph (125.0 km/h). Mark II (1982-1986) In 1982, Toyota completely redesigned the Celica Supra as well as the entire Celica lineup. In Japan, they were known as Celica XX. L-type and P-type In the North American market, the Celica Supra was available in two distinct models. There was the Performance Type (P-type henceforth) and the Luxury Type (L-type henceforth). While being mechanically identical, they were differentiated by the available options; tire sizes, wheel sizes, and body trim. The P-type had fiberglass fender flares over the wheel wells, while the L-type did not. The P-type was also standard with the more sporty 8-way adjustable seats. The P-type did not get the option of a leather interior until 1983. All editions of the P-Type had the same 14x7 aluminum alloy rims and throughout the years the L-Type had 14"x5.5" rims until 1985 when they were changed to a P-type styled 15x6. The L-type also had the option of a digital dash with trip computer, some Canadian models had this option as well as a few rare instances of American models. The digital dash featured a digital tachometer, digital speedometer, and electronic fuel level and coolant level gauges. 1982 In the North American market, the Celica Supra's engine was the 2.8 L (2759 cc, 168 cu in) 12-valve (2 valves per cylinder) DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 lb-ft (210 N-m) of torque. The engine utilized an 8.8:1 compression ratio to achieve the power and featured a vacuum advanced distributor. When the car debuted it clocked a 0-60 time of 9.8 seconds and netted a 17.2 second 1/4 mile at 80 mph (130 km/h). The engine had the unfortunate weakness of poor valve seals. This allowed oil to get into the combustion chamber and technically "burn oil." This was often misconstrued as having worn piston rings and needing a rebuild. The standard transmission for this year was the W58 5-speed manual with the A43DL 4-speed automatic transmission being an option for L-types. Both transmissions featured an overdrive gear and the automatic featured a locking torque converter. The top gear in the 5-speed was its overdrive whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The 1982 models' rear differential featured a 3.72:1 ratio. The Celica Supra's 4-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. As for the rear, it had semi-trailing arm suspension with coil springs and a stabilizer bar. Braking on the Celica Supra was handled by 4-wheel disc brakes. 1983 For the 1983 models not much was altered, but there was an increase in power output to: 150 hp (112 kW) and 159 lb-ft (216 N-m) of torque from the same 5M-GE. The only real change in the engine area was the switch to an electronic advanced distributor, yet that did not increase the power. Toyota switched to a 4.10:1 rear gear ratio for the P-Type and a 3.73:1 for the L-Type. As for the optional automatic transmission they switched out the A43DL 4-speed for a newly designed A43DE 4-speed. It featured an electronic controller that would adjust its shift pattern for a balance between performance and economy. It was the first in the industry to provide an "Electronically Controlled Transmission" (ECT). This allowed the driver to choose either the "Power" driving mode or "Normal" driving mode at the touch of the button. The "Power" mode provided the quickest acceleration and the "Normal" mode provided the best all-around performance. 1984 In 1984, Toyota changed quite a bit on the Supra. Power output was increased on the 5-speed models with a bump up to 160 hp (119 kW) and 163 lb-ft (221 N-m) of torque. The increase was achieved by a mixture of a redesigned intake manifold with "D"-shaped intake runners and an increase in compression ratio to: 9.2:1. Another notable change in the 5-speeds was the switch to a 4.30:1 gear ratio in the rear differential. All automatic Supras retained the previous years power numbers, but the rear gear ratio was changed to a 4.10:1. The most notable exterior change was the switch to wraparound front turn signals. Also on the outside the tail-lights were redesigned and the hatch received a billboard "SUPRA" sticker instead of the smaller sticker, which was previously positioned on the right. The rear hatch and bumper was changed and received the same color as the rest of the car (instead of the black of previous years). The door handles were also switched around, opening by pulling up instead of sideways. This year Toyota also decided to offer two-tone paint schemes on both the P-Type and L-Type. 1985-1986 The Supra was altered again in 1985. On the engine side, power output was increased to 161 hp (120 kW) and 169 lb-ft (229 N-m) of torque. The good news was that all Supras this year had that same amount of power (both automatics and 5-speeds). The engine received a redesigned throttle position sensor (TPS) as well as a new EGR system and knock sensor. With the slight increase in power the Supra was able to propel itself from 0-60 MPH in 8.4 seconds and netting a 16.1 second quarter mile at 85 mph (137 km/h). Other changes would be a redesigned, more "integrated" sunshade and spoiler on the rear hatch. The rear spoiler was changed from a one piece to a two piece spoiler. Oddly the L-types of this year were not available with a leather interior, but P-types were. Toyota added a standard factory theft deterrent system and the outside mirrors were equipped with a defogger that activated with the rear defroster. All Supras this year received automatic-off lights that also encompassed an automatic illuminated entry and fade-out system. While 1985 was to be the last year of the second generation model, delays in production of the third generation model led to a surplus of second generation Supras. During the first half of 1986 the 1985 MK II P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brake light on the hatch. These were all labelled officially as 1986 models. P-types were the only model available in 1986. Mark III (1986-1992) In the middle of 1986, Toyota was ready to release its next version of the Supra. The official model year is designated as 1986.5. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front wheel drive, while the Supra kept its rear wheel drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (149 kW) inline 6. Although only available in naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market. The new Mark III Supra engine, the 7M-GE, was the flagship engine of Toyota's arsenal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota's first distributor-less engine offered in the U.S which used coil packs sitting on the cam covers and a cam position sensor off of the exhaust camshaft]. It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally-aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) and 254 lb-ft (344 N-m) in 1989. This was mostly due to a redesign of the wastegate. The naturally aspirated came as standard issue with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission. Mark IV (1993-2002) With the fourth generation of the Supra, Toyota took a big leap in the direction of a more serious high performance car. Test model pre-production started in December 1992 and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (160 kW; 220 PS) at 5800 rpm and 210 ft-lb (280 N-m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 280 hp (209 kW; 284 PS) and 318 ft-lb (431 N-m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (240 kW; 320 PS) at 5600 rpm and 315 ft-lb (427 N-m) at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 291 km/h (181 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler. For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model. Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included dished out head bolts, hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had 51% of its weight up front and 49% to the rear wheels. For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission due to OBD-II certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models. All 1997 models included badges that said "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVT-i which raised the output by 5 hp (4 kW; 5 PS) and 10 ft-lbf (14 N-m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations. In Japan, the turbo engines were installed with VVT-i as well.

Awards The MK II, with its all-new design, quickly became a success in the US where it was awarded the Import Car of the Year by Motor Trend. It also made Car and Driver magazine's Ten Best list for 1983 and 1984. In 1994, the MK IV Supra won Popular Mechanics "Design & Engineering awards". United States timeline 1979 - Celica Supra MK I introduced with 2.6 L (2563 cc, 156 cu in) SOHC 4M-E I6 engine. 1981 - MK I engine displacement upped to 2.8 L (2759 cc, 168 cu in) with SOHC 5M-E I6 engine. 1982 - MK II Celica Supra introduced with a 2.8 L (2759 cc, 168 cu in) DOHC 5M-GE I6 engine. 1986 - 1986.5 MK III Supra introduced on its own platform with 3 L (2954 cc, 180 cu in) DOHC 7M-GE I6 engine. 1987 - Option of turbocharger to 3 L (2954 cc, 180 cu in) DOHC 7M-GTE engine that produces 230 hp (172 kW) 245 lb-ft (332 N-m). 1989 - Restyled. Turbo power increase to 232 hp (173 kW) & 250 lb-ft (339 N-m). 1993 - 1993.5 MK IV Supra introduced with 3 L (2997 cc, 183 cu in) turbo (2JZ-GTE) or non-turbo (2JZ-GE) DOHC engine. 1996 - Turbo only available with Automatic transmission due to OBD2 certification requirements. Targa roof standard on all Turbo models. 1997 - Manual transmission available on turbo models. Restyled front bumper and grey (instead of black) taillight surrounds. All 1997 labeled as 15th Anniversary model. Japanese production stopped in September. 1998 - Slight restyling of interior. VVT-i on non-turbo models which increased power. Turbos not available in states that require California emissions. 1999 - Export of MK IV Toyota Supra halted in the U.S., production in Japan continues. 2002 - Production of MK IV Toyota Supra halts.