For years or even decades after their initial purchase, Toyotas have a reputation for maintaining their value. The Toyota Supra, on the other hand, is an example of a vehicle that is now worth more than it did when it was first introduced.
There are a few factors that might be blamed for this price increase, but supply and demand are likely the most important. This is what we mean when we say that it appears like everyone wants a 1998 Toyota Supra, but they are incredibly hard to come by, which has drove the price of an already valuable car up over the last several years.
The 1998 Toyota Supra’s original MSRP ranged from $31,000 to just over $40,000, depending on whether you chose the normal automatic, sport roof automatic, sport roof turbo automatic, or sport roof turbo manual.
The lowest price we could find for a 1998 Toyota Supra is now almost twice as much as it was originally, but when you account for inflation, the price becomes somewhat more reasonable.
If you’re interested in this now-classic Toyota sedan, you can expect to pay anywhere from $65,000 to perhaps a little over $100,000. As with buying any old car, the price will depend on things like mileage and what has been invested into the vehicle.
Although this price may seem excessive for a vehicle that has been in production for more than two decades, the 1998 Supra is more than worth the asking price, as we’ll discuss in more detail below.
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Are 1998 Supras uncommon?
Everyone is aware that the Supra’s fifth generation is a different kind of sports vehicle than the A80 series. The 1990s model known as Mk IV and coded A80 is the one that gives both collectors and tuners the willies.
The 1998 model is described as “the rarest Supra in the world by All Street, a one-of-one specification with Solar Yellow paintwork and the Aerotop option,” the Australian dealer continued. “It is sadly automatic, though, and we won’t be converting it because it is in mint condition with only 93,000 kilometers (57,788 miles).”
Chassis number JZA801003225, verified as a singular specimen of the breed in The Supra Registry, is entirely stock both inside and out and comes with “On the down side, it’s a SZ trim, according to the dealer, and all historical documents are available.
The major drawback, however, is that under the hood is a free-breathing engine, not the turbo we all know and love, with 17-inch wheels, fabric upholstery in black, manually adjustable seats, dark silver garnish, and four speakers for the audio system.
The 3.0-liter plant is constructed like a tank and can be easily modified to ludicrous crankshaft rates without updating the internals. When new, the mill produced 225 PS (222 horsepower) and 284 Nm (209 pound-feet) of torque under the designation 2JZ-GE as opposed to 2JZ-GTE for the force-fed variant.
“The internet advertisement’s description of the “ultimate collector Supra,” as it is referred to, isn’t exactly enticing to someone who wants to modify this car to the hilt. Because bone-stock models are as scarce as hen’s teeth, it is essentially a blue-chip collectible, as the dealer says.
The asking price for this 1998 survivor is 100,000 Australian dollars, which, using the current exchange rate, comes to roughly $71,605. You might even conclude that this yellow-painted man represents good value for money given that the first series-production GR Supra cost someone more than $2 million.
Is the 1998 Toyota Supra legal in the US?
The rumors are mostly accurate. All Toyota Supras, with the exception of one model, are allowed on American roads. The NHTSA decided to outlaw the Toyota Supra in 1994 owing to ongoing reliability problems.
Sales fell as a result of these dependability problems, and the Supra was eventually discontinued in the United States in 1998. Supra fans will, however, be happy to learn that the vehicle made a victorious comeback to manufacturing in 2020.
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Which Supra is the cheapest?
The base Supra 2.0 costs $43,190, sports a turbocharged four-cylinder engine that produces 255 horsepower, an eight-speed automatic transmission, and rear-wheel drive.
How quick is a 1998 Supra?
This powerful competitor, also known as the 2JZ-GTE, has been installed in practically every make and model. We’ll get into the specifics of this Toyota Supra engine’s 321 horsepower and 315 lb-ft of torque a little bit later. The MK4 Supra’s top speed was 177 mph as a result, but it could only travel 155 mph outside of Japan. The Mark 4 Supra can accelerate from 0 to 60 mph in 4.7 seconds thanks to the effectiveness of sequential turbochargers. A Toyota Supra ran the 1/4 mile at 109 mph in 13 seconds, outpacing numerous V8 competition.
- Price: $40,000
- 3.0 liter sequential turbo straight six engine
- 6-speed manual or 4-speed automatic transmission
- 321 horse power
- 315 lb-ft of torque
- 0-60 mph: 4.7s
- 1/4 mile: 13.1 seconds @ 109 mph
- Maximum Speed: 177 mph
Why do Supras cost so much?
The Toyota Supra is a sports car, and sports cars are typically pricey, therefore the answer to this question should be simple. Other plausible explanations include its stunning exterior styling, a bevy of user-friendly technological features, powerful engine, and established reputation, among others.
What’s the value of a used Toyota Supra?
A: On June 19, 2021, a 1994 Toyota Supra from the “Fast & Furious” movie sold for $550,000. What was the Supra – 4th Gen (A80lowest )’s documented sale price? A 1993 Toyota Supra Turbo sold for $21,575 on April 24th, 2018, according to records.
How many 97 Supra vehicles exist?
I made the mild argument that Toyota murdered the incorrect sports vehicle. Toyota should have banned the Supra from our borders, in my opinion, two years ago when the Mr2 was killed off.
The Porsche Boxster, BMW Z3, and Mercedes-Benz SLK are three of the hottest vehicles on the road right now. The MR2-like low-slung two-seaters are shared by all.
The MR2 would have been a formidable competitor in today’s revived sports-car market had Toyota given it a facelift, converted it to a convertible, and invested heavily in its marketing.
However, Toyota expects to sell only about 1,600 Supras for the 1997 model year. The least popular and most expensive Toyota model. Although the price is a little lower this year, Toyota is not finding many consumers because they can purchase a new Corvette for less or any of the new German sports cars for roughly the same amount.
The 1997 Supra marks the fifteenth year of production for the model. All 1997 Supras have 15th Anniversary emblems on them.
A variety of 3.0-liter, in-line six-cylinder engines with double overhead cams and 24 valves are offered for the Supra. 220 horsepower is the rating for the base model. The same engine is available with two turbochargers for an additional $8,000 to $10,000. The engine of the Supra Turbo produces 320 horsepower.
When I slammed the pedal, the white Supra Turbo I tried produced a powerful wallop.
There is only one turbocharger used when driving normally. However, if you press the gas pedal all the way down, both turbochargers fire, and the car accelerates like a rocket. It takes around 5 seconds to go from 0 to 60 mph.
In contrast to last year, our test vehicle had a six-speed manual transmission. The gearbox was simple to change, but the heavy clutch pedal took a lot of strength. The automobile was still fun to drive. In congested traffic, shifting the clutch proved to be simple.
Despite its excellent performance, the Supra, like many other Japanese sports cars, felt a little sterile. For instance, one of the characteristics that gives sports vehicles individuality is the crisp sound of their rumbling exhaust. Despite their lack of utility, it’s one of the reasons individuals choose to purchase them.
The Supra was far too silent thanks to Toyota’s refined engineers, who seemed to be on a mission to eliminate all forms of automotive noise. You can hear a quiet grumble coming from the chrome-tipped exhaust if the window is down and the radio isn’t playing. The automobile, though, isn’t any noisier than a typical Kenmore refrigerator with the window open.
Toyota continues to make improvements to the Supra despite low consumer interest in it. Engineers stiffened the body this year, which improves how well the four-wheel independent suspension system absorbs the energy from bumps. The Supra has a remarkably solid feel to it, almost as if it were overengineered.
You get the impression that a very large car is surrounding you while driving the Supra. The Supra is not a lightweight at 3,500 pounds. Compared to a Corvette, it weighs 300 pounds more.
However, the weight contributes to the car’s extremely stable and smooth ride. The Supra boasts a dynamic feel thanks to the suspension engineers at Toyota. You can go around a corner as quickly as you like; the only limitations are your own driving skills and the law. Under pressure, the automobile does not tilt and continues to be simple to drive.
The rack-and-pinion steering system with power assistance is accurate and precise. The car’s 35-foot full-circle turning radius is impressive.
The automobile is stopped fast and easily by the four-wheel power assisted disc brakes with a sophisticated anti-lock system.
For the 15th Anniversary Supra, Toyota has created an interior that is incredibly practical but also a little boring.
The layout of the controls, buttons, and switches as well as the design of the wrap-around dash appeal to me. The car feels antiseptic and almost generic due to the plastic casing that holds the controls in place and the uninteresting analog gauges.
One area of the inside where some originality with the trim would have given the automobile personality is there. In this case, function triumphed over form.
While other buttons alter the air flow direction, two rotating knobs regulate the fan speed and air temperature. Little attention is needed from the driver on the road when changing.
Black leather seats in our test vehicle had electrical adjustments that kept occupants securely in position. They were also incredibly cozy over lengthy drives.
The feature of the Supra I detest the most is the enormous back spoiler. In addition to obstructing rear visibility, it is also essentially worthless. It has no effect on handling at legal speeds.
A targa top was included with our test vehicle. However, getting it off is a difficult process.
There are significant blind spots on both sides of the car, and the outside mirrors are inadequate.
Driving the Supra brought to mind how well-built Toyota vehicles are once more and how much I wished the MR2 was still in production.
How quickly does a 1997 Toyota Supra go?
The first turbocharged Supra we tested was (unsurprisingly) faster, covering the quarter mile in 16.2 seconds at 89 mph and going from 0-60 in 7.8 seconds. The Supra Turbo quickly made more gains, topping our 1987 Import Car of the Year test with a 0-60 time of 6.9 seconds and a quarter-mile time of 15.4 seconds at 91.8 mph. The third-generation Supra, however, was in need of an improvement by the late 1980s, as seen when we pitted a 1989 model against its Toyota brothers, the MR2 Supercharged and the Celica All-Trac, which was inspired by rallying. Though those less expensive vehicles were faster through the quarter mile, they were around two tenths slower than the Supra’s 7.8-second 0-60 time.
Toyota Supra – 6.9 seconds
Let’s not forget the Supra, even if BMW’s inline-six engines are legendary for their smoothness and sonority. The base naturally aspirated engine of the fourth-generation automobile was unexpectedly comparable to the M3’s in 1994, having virtually equal bore and stroke, 20 fewer horsepower, but a 1,000 rpm higher redline. Although we ultimately preferred the BMW in a comparison of those vehicles, the Supra at the time appeared deserving of praise simply for being compared to a modest Toyota. Perhaps a foreshadowing of what will happen about 25 years in the future.
Cartech Toyota Supra Turbo – 5.5 seconds
We don’t typically evaluate customized automobiles, but Dallas-based Cartech tuning’s modifications were too fantastic to pass up. The 320-hp Cartech Mk III Supra ran the quarter mile in 14.4 seconds at 101.3 mph and reached 60 mph in 5.5 seconds thanks to its turbocharger’s boost-adjustable between 6.7 and 13.0 psi. The suspension was further improved by Cartech, resulting in a “incredible” 0.95 lateral g.
Toyota Supra Turbo – 5.4 seconds
We were impressed with our initial test of the venerable A80 generation. In comparison to the previous A70 Turbo model, the normally aspirated base car was quicker to 60 mph and had a higher power-to-weight ratio. The A80 Turbo’s performance, however, completely astounded us. It ran the 0-60 time in 5.4 seconds, the quarter-mile in 13.5 seconds at 106.6 mph, and the skidpad in 0.98 grespectable times even by modern standards. In our competition against the Mazda RX-7, Mitsubishi 3000GT VR-4, Nissan 300ZX Turbo, and Acura NSX, the Supra Turbo outperformed its Japanese rivals, outperforming them in the 0-60 time, quarter mile, skidpad grip, braking distance, and slalom speed.
Racing Sports Akimoto Toyota Supra Turbo – 4.9 seconds
One may contend that the Supra’s ability to be modified is what makes it so well-known, and the Akimoto-tuned vehicle we rode supports that claim. 400 horsepower was produced by an aluminum intake, 3.5-inch exhaust, and updated sequential turbos. The car lapped the streets of Willow in 1:02.46 thanks to this, upgraded suspension springs, and stickier rubber on centerlock wheels. Incredibly, a few Mk IV Supras that were completely stock were able to match the tuner car’s time of 4.9 seconds for the 60-yard dash. The Akimoto’s 113.1 mph quarter-mile trap speed, however, was unsurpassed by any.
Toyota Supra Turbo – 4.9 seconds
One of the top sports cars of the 1990s was the A80 Supra Turbo. Stop there. Between 1993 and 1997, our employees put it to the test ten times, gathering data to support its effectiveness. With trap speeds reaching 107.1 mph, quarter miles were completed in as little as 13.4 seconds from 0 to 60. For comparison, a Corvette ZR-1 completed the quarter mile in 13.6 seconds at 106.0 mph while a Porsche 911 Turbo reached 60 mph in 4.4 seconds. Only a Ferrari 512TR’s 1.01 g lateral acceleration beat the Supra’s 0.98 g of sticky acceleration.