In case you somehow didn’t know, the new Supra is essentially a BMW Z4 on the inside. It has a BMW drivetrain, interior, and parts. It is propelled by a B58 twin-turbo straight-six engine from BMW. The M440i xDrive also has the same straight-six engine. In a drag race, even though both cars have the same engine, they are not very evenly matched.
In This Article...
Does Toyota utilize BMW motors?
The two titans of the automotive industry, BMW and Toyota, have declared a “medium-to-long-term cooperation” in which they would cooperate to create and exchange green technologies.
Toyota will receive 1.6L to 2.0L diesel engines from BMW. In order to expand its market share on a continent where the vast majority of sold vehicles are powered by diesel engines, they will start incorporating them into some European models in 2014.
The two manufacturers will also work together to develop a brand-new line of lithium-ion batteries for hybrid and electric cars.
At a time when the race to improve fuel efficiency and lower emissions has peaked, this partnership will enable the two corporations to cut research and development expenses.
This is Toyota’s second announcement of this kind; earlier this summer, Toyota teamed up with Ford to create a hybrid system for SUVs and vans.
Is the 2.0 Supra’s engine also from BMW?
After driving a number of vehicles, you begin to understand that the largest and most powerful models aren’t always the best. In truth, many of the most renowned automobiles in history have put a premium on a well-rounded driving experience over pure power and speed. We questioned whether this would be the case with the entry-level Toyota GR Supra 2.0, Toyota’s recently revived sports car.
The Equipment
The 2021 Toyota GR Supra 2.0 gets its moniker from its turbocharged 2.0-liter engine, which is sourced from BMW and produces a snappy 255 horsepower and 295 lb-ft of torque. Before you dismiss it as underpowered, consider that it took us just 4.8 seconds to accelerate from a complete stop to 60 mph. It is faster than any Toyota Supra we tested before to the introduction of the current model, including the highly wanted 1997 Supra Turbo, which accomplished the same feat in 4.9 seconds. Modern technology includes a smooth-shifting eight-speed automatic transmission, launch control, and sticky summer tires benefit the new 2021 GR Supra 2.0. In comparison to the more potent 2021 Toyota GR Supra 3.0 we evaluated earlier in 2021, it accelerates 0.8 seconds more slowly.
A few features that distinguish this Supra from the GR Supra 3.0, such as the adaptive sport suspension, an active rear sport differential, four-piston front brakes, 19-inch wheels, and larger exhaust outlets, are absent from this model. The Supra 2.0 gets by with 18-inch wheels, single-piston front brakes, and a compact exhaust system. The two models are otherwise identical, which is a significant benefit for people looking to purchase a stylish but more cheap car.
The Drive
The 2021 Toyota Supra 2.0 offers outstanding traction in addition to being speedy off the mark because of its grippy Michelin Pilot Sport 4S tires. The car drew an average of 1.0 g on the skidpad during our tests, the same as the Supra 3.0’s lateral grip. Even on level pavement, it has remarkable road holding, but when the terrain is uneven, the suspension still jolts everyone within quite a little.
Under braking and acceleration, the rude behavior continues. It’s crucial to pay attention to your steering and maintain the wheel pointing straight because the Supra 2.0 wiggles its tail off the line and wants to rotate under harsh braking. The GR Supra 2.0 is twitchy, so we also noticed that the car needs smooth driver inputs at all times to make up for it. When we turned off stability control for our on-track testing, the car was ready to oversteer.
However, the brake pedal has excellent feel, with just the right amount of heaviness and feedback to enable dependable and predictable slowing or stopping. However, after driving through some canyons, we noticed some brake fade, which was also present during our track testing. After three stops at 60 mph that took 108 feet, 107 feet, and 108 feet, the fourth stop required a noticeably worse 124 feet.
All of this isn’t to imply that driving the 2021 Toyota GR Supra 2.0 isn’t fun. When the car has a ton of grip and can carry a lot of speed around turns, it can occasionally be hilariously entertaining. Although the steering is swift and accurate, it takes some getting used to the numb sensation. The bottom spokes and center plastic swathes give the thin rim a little awkward appearance despite how nice it feels to ride on. We also observed that the steering wheel doesn’t want to unwind on its own while driving in everyday traffic and on winding roads; we had to use a little bit more energy than usual to get the wheel to straighten out. The Supra’s general fun-to-drive demeanor is further distracted by this sensation of gumminess in the rack.
The 2.0-liter car is fun to drive but not so rapid that you have to constantly elevate to keep it inside the speed limit, in contrast to the 3.0-liter Supra, which is more of a hot rod. The smaller engine nevertheless gives some pleasing power when the transmission shifts gears and you hear some crackling from the exhaust when you lift the throttle, even though it doesn’t have as much grunt as the engine in the Supra 3.0. The drivetrain is incredibly smooth and enjoyable to crank out. With the quantity of mechanical grip, it is appropriately powered for more difficult roads. The sporty coupe is fun to drive in tight turns, and the best way to do so is to settle into a steady rhythm and rely on the sticky tires rather than slamming on the brakes at every turn.
The steering feel, shift tuning, and throttle response are all altered in sport mode. The gearbox tuning felt overly aggressive in this setting; it kicked strongly while upshifting and downshifting in town or on the highway, so we preferred to shift for ourselves. When we engaged Sport mode on the track and on our test route, it also didn’t feel particularly intelligent because it tended to avoid downshifting. This issue is largely resolved by manual shifting, and as an added bonus, the paddles offer a pleasant feel. Overall, the Supra 2.0 is fun to drive when the road conditions are good, but when they aren’t, there are enough little problems to occasionally make you angry.
Liveability, Practicality, and Features
The 2021 Toyota GR Supra 2.0 features a Toyotaized version of the BMW iDrive system, but you must upgrade to the Safety and Technology package to get the most out of the infotainment system, which has an 8.8-inch touchscreen. Costing a whopping $3,485, doing so includes wireless Apple CarPlay (but no Android Auto). Additionally, a 12-speaker premium JBL system is added to the sound system. This package includes navigation as well as Toyota’s Supra Connected Services, which include remote services, tracking for stolen vehicles, and real-time traffic monitoring. The Supra’s safety technology is also upgraded, with the addition of active driver assistance features including adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and full parking sensors with emergency braking capability. The Safety and Technology option comes with enough features that most purchasers will probably want to tick this box when they buy their GR Supra 2.0; the vehicle would seem quite lacking without it.
However, the 2021 Toyota GR Supra 2.0 includes certain essential standard features that elevate it somewhat above the regular Toyota. All models come standard with keyless entry, ignition, LED automatic leveling headlights, LED daytime running lights, and LED taillights. Pre-collision avoidance with pedestrian detection and lane departure warning with steering assistance are two more pieces of basic safety equipment. There are heated mirrors in the car as well, but no heated seats. It has a modest amount of equipment for a car with a starting price of slightly over $44,000.
The Supra is greatly improved as a daily driver with the hatchback liftgate. Its large, deep trunk can hold a lot of goods or even small pieces of furniture. However, there isn’t an external button to open the trunk, and having to take out the key to unlock the hatch can be inconvenient. The Supra’s long, heavy doors also make it challenging to get in and out of the vehicle in parking places that are medium in size or smaller. Although this Toyota has attractive appearance, it also has some of the drawbacks that come with driving a supercar rather than a reasonably priced sports vehicle.
Is It Worth It?
The MSRP of this 2021 Toyota GT Supra 2.0 as it was tested was $47,745, which is comparable to a Supra 3.0 at $52,565. For a car with the base engine, it put down some remarkable performance numbers, but the entire driving experience isn’t as smooth and doesn’t seem as special as you get with the more powerful Supra. Negative aspects of an otherwise engaging driving are the numb steering and frantic suspension setup. However, only the most informed auto nerds can tell the difference between the 2.0 and 3.0 models, making it one of the most distinctive designs available at this pricing bracket. The 2021 Toyota GR Supra 2.0 makes a good effort at being a driver’s car overall. It simply lacks balance and refinement, which prevents it from being great. We advise continuing to use the more potent model.
Why was a BMW engine installed in the Supra by Toyota?
The incredibly strong emotional bond people have to the Toyota Supra is a key part of what makes it a heritage vehicle.
Fair or not, that attachment comes with expectations, and the expectations for the Supra’s return were, to put it mildly, sky-high for a car that hasn’t been around in almost two decades. This explains why, despite all Toyota did, people would still find something to criticize.
When the new Toyota Supra finally made its long-awaited debut at the 2019 North American International Show, that is exactly what transpired, as was predicted. Fair enough, I was among the group of individuals who immediately discovered something wrong with the Supra. Many people, including myself, were not really thrilled of how skepticism played out aesthetically. Others bemoaned the shortage of available engines, especially in the US market. Some people questioned the location of the manual transmission choice. Some others felt betrayed by Toyota’s $50,000 price tag. The 2017 Supra’s one feature that enthusiasts are still struggling to understand is the proverbial “elephant in the room.”
It’s a difficult question to pose, especially given the complexity of the answer. However, the individual who does know the answer isn’t hesitating to provide it. Tetsuya Tada, head of Toyota’s performance division and chief engineer of the Supra, understood better than anyone the importance of the Supra’s development and the role BMW played in it. Tada, however, is not about such revisionist history way of life. He believed that everything went according to plan because the other options would have produced a completely different vehicle.
Tada claims that the entire purpose of the A90 Supra project was to produce a sports car that was affordable for many people.
Toyota held numerous discussions about how it could achieve this, and as a result of some of those discussions, Toyota and BMW formed a relationship to assist in building the foundations for the Supra and the BMW Z4 Roadster, the vehicle that BMW was developing at the time. Despite the success of that collaboration, Toyota was nonetheless criticized by purists who were outraged that the Japanese automaker would allow another business to participate in the development of its iconic sports car. Even worse, the Supra has started to be referred to as a “BMW parts bin car,” a description that Tada rightfully objects to because, well, it’s not true.
BMW’s involvement, according to Toyota’s performance chief, was compelled by necessity in part because BMW possessed the tools required by Toyota for the Supra, particularly Bimmer’s roaring 3.0-liter inline-six engine.
Toyota could have created one independently, but doing so didn’t make sense given the price of doing so as well as the time and resources needed to complete the task. Even if Toyota had built a modular inline-six engine from scratch, it would have known that there aren’t as many uses for it now as there once were, especially because the industry is already focused on electrification and hybridization. Even if that weren’t a concern, Toyota could have better utilized the time and money by focusing those resources on other parts of the project than on constructing an engine exclusively for the Supra. The fact that BMW already had an inline-six engine that met Toyota’s specifications for the Supra was undoubtedly helpful as well.
Tada also denied claims that the Supra’s development was heavily influenced by BMW. While that is partially accurate, the same can be stated of Toyota’s contribution to the Z4’s development. In the capabilities they agreed to, the two automakers profited from one another, but when it came down to actually create the two cars, Toyota and BMW operated independently of one another.
The idea of the new Toyota Supra being a completely Toyota-built vehicle would have been appealing.
The sentimental part of me enjoys it that way as well. However, there is something positive to be stated about the rise in automotive partnerships between automakers in the sports car industry. The current state of the market does not show a particularly positive picture of the desire for sports cars. The segment still has some of the automakers’ most ardent supporters, so manufacturers must still compete at their best. But there must be some concessions along the road, and the Toyota-BMW alliance is a prime illustration of that. And it’s not just these two. For instance, the Mazda MX-5’s chassis is used in the Fiat 124 Spider Abarth. A similar arrangement gave rise to the Toyota-Subaru alliance that produced the 86 and the BRZ. Automakers must adapt as well as the automotive industry, especially when it comes to the creation of models that don’t take part in the hybrid and electrification revolution. The Toyota-BMW alliance was established as a result. Although it may not be to our convenience, it is for their benefit.
In addition, would you be prepared to spend more than $100,000 on a Toyota Supra? Tada predicted that the Supra would cost if Toyota had developed it independently.
Price may not have been the primary driving force behind Toyota’s Supra development plan, but who’s to say it wasn’t a significant consideration in the end?
How about this then? Why don’t we put an end to our quibbling about how the Supra was created? Everyone has their own complaints, but in the end, would you let those grouses stand in the way of genuinely enjoying the Supra? After all, there’s one unavoidable fact about the car that no one can dispute.
There is now a new Toyota Supra. The time has come. Why don’t we take pleasure in it for what it is and not for what we expected it to be?