Toyota

Supra A80 inspection checklist

1993-2002 · 12 things to check before you buy, taken from this car's known problems.

All engines

highGetrag V160/V161 2nd/3rd synchro wear

Look for: 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.

If you find it: Synchro/bearing rebuild by a Getrag specialist; use the correct fluid and shift cleanly. Verify gearbox health on a test drive before buying.

From 150k+ km or after hard use · ~$3500-9000

highModified / abused examples and dodgy import history

Look for: 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.

If you find it: Independent pre-purchase inspection plus a tuner/dyno health check; verify compliance plate, import approval, odometer and accident history (PPSR/REVS).

Any · Varies widely

mediumRust at hatch lip, rear quarters and underbody

Look for: 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.

If you find it: Inspect the hatch lip, arches and floors carefully pre-purchase; rust repair and proper sealing. Favour dry-stored examples.

Any (storage/coastal) · ~$500-5000+

mediumAluminium crank pulley / harmonic balancer degradation

Look for: The crank pulley/harmonic balancer ages poorly with high rpm and time; the bonded ring can separate, risking belt and timing trouble.

If you find it: Inspect and replace the crank pulley/balancer; many fit an upgraded aftermarket unit.

From 150k+ km (age) · ~$300-900

3.0L 2JZ-GTE twin-turbo (non-VVT-i)

highHead gasket on abused/over-boosted engines

Look for: 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.

If you find it: MLS head gasket with ARP head studs and a machined/checked head; address tune and cooling that caused it.

Any (modified) / 200k+ km stock · ~$2500-6500

mediumSequential twin-turbo transition faults

Look for: 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.

If you find it: 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.

From 120k+ km (age-related) · ~$200-1500

mediumTurbo oil-seal smoke / turbo failure

Look for: 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.

If you find it: Rebuild or replace the turbos; on modified cars an aftermarket single/twin upgrade is common.

From 150k+ km or after hard tuning · ~$1200-4500

3.0L 2JZ-GTE twin-turbo (VVT-i)

mediumWeaker VVT-i connecting rods under high boost

Look for: 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.

If you find it: Forged rods (and pistons) during a built-engine rebuild if targeting big power; keep boost/tune sensible on a stock bottom end.

Any (when heavily tuned) · ~$6000-15000 (rebuild)

mediumSequential-turbo / VVT-i sensor faults

Look for: 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.

If you find it: Refresh boost hoses and test VSVs/actuators; replace failed sensors or VVT-i solenoid as needed.

From 120k+ km (age) · ~$200-1500

mediumTurbo wear / oil-seal smoke

Look for: Stock turbos wear with age and heat, blowing oil seals or bearings - same as the non-VVT-i cars.

If you find it: Rebuild/replace turbos or fit an aftermarket upgrade.

From 150k+ km or after tuning · ~$1200-4500

3.0L 2JZ-GE naturally aspirated (non-VVT-i)

mediumTiming belt overdue / neglect

Look for: 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.

If you find it: Full timing belt kit with water pump and idlers; treat as due on purchase if no record.

From 100k+ km or 5+ years · ~$900-2000

3.0L 2JZ-GE naturally aspirated (VVT-i)

mediumTiming belt service

Look for: Belt-driven engine that needs the belt/water-pump kit on schedule; grey-import histories are often unclear.

If you find it: Full timing belt kit with water pump; treat as due if undocumented.

From 100k+ km or 5+ years · ~$900-2000

3 minor things (low severity)

lowPerished engine-bay pipework and seals

Look for: After 25-30 years, cam-cover gaskets, oil-return and air-inlet pipes, coolant hoses and the rear main seal perish and weep.

If you find it: Refresh perished hoses, gaskets and seals; do the rear main seal during a clutch job.

Any (age) · ~$200-1200

lowCoil pack and ignition faults

Look for: Aging coil packs and ignition components cause misfires and rough running - cheap and common on high-age 2JZs.

If you find it: Replace failed coil packs and plugs; inspect the loom.

From 150k+ km (age) · ~$150-700

lowVVT-i solenoid / cam timing faults

Look for: 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.

If you find it: Replace the VVT-i solenoid and use clean, correct-grade oil; check for cam-timing codes.

From 150k+ km · ~$200-600

From FlamingCars' Toyota Supra guide. It's a checklist of known problems, not a replacement for a professional pre-purchase inspection. Your ticks are kept in this browser only.