Toyota GR Supra 2.0 2021 UK first drive

Naturally, the smaller engine brings drops in horsepower, torque and performance: 335bhp falls to 254bhp, 427lb ft drops to 295lb ft, and the car’s 0-62mph time grows from 4.3sec to 5.2sec, although 155mph is possible flat out in either. However, while slower than the 3.0, the 2.0 is absolutely on the money in the circa-£45,000 clique, and claimed fuel economy also rises from 34.4mpg to 38.7mpg.      

The Supra is otherwise largely unchanged. The eight-speed ZF automatic gearbox (alas, even for this new entry-level model, there is no manual option) is carried over wholesale, and the electromechanical steering’s 15.1:1 ratio remains an awful lot higher on paper than it feels on the road. The cast-iron brakes are also carried over wholesale, and so is the electronically controlled limited-slip differential in the rear axle. 

Inside? Again, almost identical, which is to say vaguely claustrophobic but in an enjoyable, snug and intrepid-feeling way. The atmosphere within the Supra has always been set by the fundamental shape of the low-slung body and its small glasshouse, rather than the (mostly generous) trim level, but it’s good to see BMW’s slick 8.8in touchscreen infotainment system has been carried over from the more expensive model.

The seats themselves are now manually adjustable, rather than electric, and upholstered partly in Alcantara rather than the full leather you can option with the 3.0, although you might prefer it like this. After all, these are lighter, softer seats, even if their identical shape is beaten hands down in terms of comfort and support by the chairs in the Cayman.

What you might not like so much is the grey plastic that replaces the artfully constructed carbonfibre panel on the transmission tunnel in the 3.0. That was a nice bit of glamour in an otherwise greyscale cabin. 

As for the driving experience, there are palpable differences. Open the long clamshell bonnet and you’ll find six inches of fresh air between the slam-panel and the leading edge of the engine cover. It’s here, well ahead of the axle line, where mass is especially detrimental to handling, and where, unlike the Supra 3.0, the new car doesn’t have much hardware.

The most beneficial knock-on effect of this is that, where the steering response in the 3.0 feels too keen for the Supra’s soft-ish spring rates and contributes to a slight feeling of inertia when you change direction, the 2.0 is much more alert and obedient to your commands. The car’s centre of mass is palpably further backward in the chassis, too, and the car’s nose that much more enthusiastic to flick this way and that, although the Supra's subtle but definite understeer balance remains. 

The slightly oleaginous steering feel also remains, and ‘feel’ is one area where rivals still get the better of the Supra. However, the response of the chassis to steering inputs shows definite improvements and the result is a more confidence-inspiring car on challenging roads. Especially when the two-mode adaptive dampers are in their firmer Sport setting.

If there's any caveat concerning the weight saving, it's that, so far as I can tell, the brakes haven't been retuned to account for it. The Supra 2.0's brake pedal feels too sensitive, and over-servoed, responding aggressively on account of weight that was once there but isn't any more. On a good road, it's enough to disturb your flow a little. 

As for the new motor, with its twin-scroll turbocharger, it’s certainly responsive enough, and while it won’t ever match the straight six in terms of elemental character, the power delivery is decently shapely for a four-cylinder. That said, you’ll not be at all surprised to learn that just when the six is getting into its stride at the top of the rev range, the four is beginning to flag. It's a good engine, easily exploitable and with an enjoyably light touch at lower engine speeds, but it's bubbly in character rather than bombastic.