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Toyota
Supra
A80·
1993-2002
coupe
Value
Price (AUD)
$45k-$250k+
Body styles
2-door liftback coupe, 2-door targa (removable roof panel)
Drivetrain
Rear-wheel drive
Origin
Japan
Built in
Japan
Overview
The fourth-generation (JZA80) Supra was NEVER officially sold new in Australia by Toyota - every A80 here is a private/grey import, overwhelmingly JDM cars plus a handful of ex-US and ex-Europe examples. JDM trims are the RZ and RZ-S (3.0L 2JZ-GTE sequential twin-turbo) and the SZ and SZ-R (3.0L 2JZ-GE naturally aspirated); body is a steel-roof liftback or an 'Aerotop' removable-panel targa. The 2JZ block is legendary: a closed-deck cast-iron inline-six with an over-built bottom end that routinely takes huge boost, which is exactly why so many survivors have been modified, tuned and tracked - condition and modification history matter far more than the badge. Non-VVT-i cars (1993-1997) ran the 280PS gentleman's-agreement figure (real output higher) on parallel-then-sequential CT12B twin turbos; the 1997+ VVT-i update added torque and economy but used slightly weaker connecting rods. Things to watch on any AU import: the Getrag V160/V161 manual's 2nd/3rd synchros, the fiddly sequential-turbo plumbing, head gasket on abused cars, and rust at the hatch lip and rear quarters on cars stored outdoors. Compliance, build-plate age, odometer authenticity and import paperwork are part of the pre-purchase check on these grey imports.
Engines & variants
3.0L 2JZ-GTE twin-turbo (non-VVT-i)
Engine
3.0L DOHC 24v inline-six, sequential twin-turbo (CT12B), air-to-air intercooler - non-VVT-i
Config
I6 twin-turbo
Displacement
2997cc
Power
206kW @ 5600rpm (JDM 280PS rated; ~239kW on US/Euro spec)
Torque
432Nm @ 3600rpm
Drivetrain
Rear-wheel drive
Economy
11-14 L/100km combined real world
Transmission
6MT (Getrag V160/V161), 4AT (A340E)
Timing chain / belt / gear
Belt-driven (replace ~100,000km / 5 years)
Pros
- Over-built closed-deck cast-iron 2JZ block - famously takes big power
- Manual cars run the sought-after Getrag V160/V161
- Sequential twins give strong, broad torque in stock form
- Enormous aftermarket and parts support
- Genuine appreciating-classic resale
Cons
- Grey-import only in Australia - paperwork/compliance must be clean
- Sequential-turbo plumbing is complex and fault-prone with age
- Many examples are heavily modified or thrashed
- Stock CT12B turbos are an age/heat wear item
- Premium fuel and serious running/insurance costs
Known problems
medium
Sequential twin-turbo transition faults
The stock sequential setup relies on a web of vacuum lines, VSVs and actuators to hand boost from the first to the second CT12B turbo. Perished hoses or a sticking valve cause a flat spot, surge or hesitation through the cross-over and can dump or spike boost.
Fix: Refresh all vacuum/boost hoses, test the VSVs and wastegate/transition actuators; many owners convert to a true twin or single turbo to delete the system.
medium
Turbo oil-seal smoke / turbo failure
Aged or abused CT12B turbos blow oil seals (blue smoke on boost/over-run) or fail their bearings, often after years of tuning and high boost.
Fix: Rebuild or replace the turbos; on modified cars an aftermarket single/twin upgrade is common.
high
Head gasket on abused/over-boosted engines
The bottom end is bulletproof but the head gasket is the weak point under detonation or big boost - overheating, coolant loss or combustion gases in the coolant point to a lifted gasket.
Fix: MLS head gasket with ARP head studs and a machined/checked head; address tune and cooling that caused it.
3.0L 2JZ-GTE twin-turbo (VVT-i)
Engine
3.0L DOHC 24v inline-six, sequential twin-turbo with VVT-i intake-cam timing (JDM facelift)
Config
I6 twin-turbo
Displacement
2997cc
Power
206kW @ 6200rpm (JDM 280PS rated)
Torque
451Nm @ 3600rpm
Drivetrain
Rear-wheel drive
Economy
10-13 L/100km combined real world
Transmission
6MT (Getrag V160/V161), 4AT (A340E)
Timing chain / belt / gear
Belt-driven (replace ~100,000km / 5 years)
Pros
- More torque and ~10% better economy than the non-VVT-i
- Latest, lowest-km JDM A80s tend to be VVT-i cars
- Same legendary 2JZ block and big-power headroom
- Improved low-rpm response from VVT-i
Cons
- VVT-i engines use weaker connecting rods than non-VVT-i (matters when chasing big power)
- JDM-only and grey-import - never sold new in Australia
- VVT-i and the sequential turbos add complexity/cost
- Often the priciest A80s to buy
Known problems
medium
Weaker VVT-i connecting rods under high boost
The 1997+ VVT-i 2JZ-GTE uses lighter/weaker conrods than the earlier engine; they are fine at stock-to-moderate power but become the limiting factor on aggressively tuned cars, where a rod can let go.
Fix: Forged rods (and pistons) during a built-engine rebuild if targeting big power; keep boost/tune sensible on a stock bottom end.
medium
Sequential-turbo / VVT-i sensor faults
Same sequential-turbo vacuum/VSV plumbing as the earlier engine, plus age-related VVT-i and cam/crank sensor niggles that cause rough running or boost-transition issues.
Fix: Refresh boost hoses and test VSVs/actuators; replace failed sensors or VVT-i solenoid as needed.
medium
Turbo wear / oil-seal smoke
Stock turbos wear with age and heat, blowing oil seals or bearings - same as the non-VVT-i cars.
Fix: Rebuild/replace turbos or fit an aftermarket upgrade.
3.0L 2JZ-GE naturally aspirated (non-VVT-i)
Engine
3.0L DOHC 24v naturally aspirated inline-six - non-VVT-i (SZ / SZ-R)
Config
I6 NA
Displacement
2997cc
Power
162-169kW @ 5800-6000rpm
Torque
284Nm @ 4800rpm
Drivetrain
Rear-wheel drive
Economy
9-12 L/100km combined real world
Transmission
5MT, 4AT (A340E), 6MT (Getrag, SZ-R)
Timing chain / belt / gear
Belt-driven (replace ~100,000km / 5 years)
Pros
- Same tough 2JZ block without the twin-turbo complexity
- Cheapest way into an A80 shell
- Simpler, more reliable and more economical than the turbo
- Popular donor for a 2JZ-GTE or single-turbo conversion
Cons
- Noticeably slower than the turbo cars - it is a cruiser, not a weapon
- SZ base cars often have the auto and softer suspension
- Worth less than the turbo, but values still climbing
- Grey-import only in Australia
Known problems
medium
Timing belt overdue / neglect
The belt-driven 2JZ-GE needs its belt, tensioner and water pump replaced on schedule; an unknown grey-import history often means the belt is overdue.
Fix: Full timing belt kit with water pump and idlers; treat as due on purchase if no record.
low
Coil pack and ignition faults
Aging coil packs and ignition components cause misfires and rough running - cheap and common on high-age 2JZs.
Fix: Replace failed coil packs and plugs; inspect the loom.
3.0L 2JZ-GE naturally aspirated (VVT-i)
Engine
3.0L DOHC 24v naturally aspirated inline-six with VVT-i (facelift SZ / SZ-R)
Config
I6 NA
Displacement
2997cc
Power
162-169kW @ 5800-6000rpm
Torque
294-304Nm @ 3800-4000rpm
Drivetrain
Rear-wheel drive
Economy
9-11 L/100km combined real world
Transmission
5MT, 4AT (A340E), 6MT (Getrag, SZ-R)
Timing chain / belt / gear
Belt-driven (replace ~100,000km / 5 years)
Pros
- More mid-range torque and slightly better economy than the non-VVT-i NA
- Latest, lowest-km NA A80s are VVT-i
- Cheapest entry to a late-model A80 shell
- Strong, simple, long-lived 2JZ-GE
Cons
- Still well down on the turbo cars for outright pace
- VVT-i adds a solenoid/sensor or two to maintain
- JDM grey-import only
- Auto SZ cars are the least desirable A80
Known problems
low
VVT-i solenoid / cam timing faults
The VVT-i intake-cam actuator and its oil-control solenoid can rattle on cold start or set timing codes with age and dirty oil.
Fix: Replace the VVT-i solenoid and use clean, correct-grade oil; check for cam-timing codes.
medium
Timing belt service
Belt-driven engine that needs the belt/water-pump kit on schedule; grey-import histories are often unclear.
Fix: Full timing belt kit with water pump; treat as due if undocumented.
Common problems (all variants)
high
Getrag V160/V161 2nd/3rd synchro wear
The desirable 6-speed Getrag manual wears its 2nd and 3rd gear synchros, especially on hard-shifted or high-power cars, giving a crunch or baulk into those gears. Rebuilds are expensive because the gearbox is rare and parts are pricey.
Fix: Synchro/bearing rebuild by a Getrag specialist; use the correct fluid and shift cleanly. Verify gearbox health on a test drive before buying.
medium
Rust at hatch lip, rear quarters and underbody
A80s stored outdoors or in damp climates rust along the rear hatch lip, around the rear quarters/wheel arches and in the underbody; many AU cars are 25-30+ year-old grey imports.
Fix: Inspect the hatch lip, arches and floors carefully pre-purchase; rust repair and proper sealing. Favour dry-stored examples.
medium
Aluminium crank pulley / harmonic balancer degradation
The crank pulley/harmonic balancer ages poorly with high rpm and time; the bonded ring can separate, risking belt and timing trouble.
Fix: Inspect and replace the crank pulley/balancer; many fit an upgraded aftermarket unit.
high
Modified / abused examples and dodgy import history
Because the 2JZ takes big power, a large share of AU A80s are tuned, tracked or repaired-write-off imports. Poor tunes, cheap parts, wound-back odometers and questionable compliance/build paperwork are real risks on a grey import.
Fix: Independent pre-purchase inspection plus a tuner/dyno health check; verify compliance plate, import approval, odometer and accident history (PPSR/REVS).
low
Perished engine-bay pipework and seals
After 25-30 years, cam-cover gaskets, oil-return and air-inlet pipes, coolant hoses and the rear main seal perish and weep.
Fix: Refresh perished hoses, gaskets and seals; do the rear main seal during a clutch job.