This car is a direct replacement for the current Lexus LC-GT500 with a carbon body construction by Dome using the Mother Chassis, and powered by the Toyota RI4A inline 4, 2.0L turbocharged engine at 550Hp range.
It will participate in the Super GT Series with presumably, the current 3 teams under Tom's Racing and 1 by SARD Racing.  These are the two factory works client teams in Toyota Gazoo Racing Super GT 500 class.
The LC-GT500 using the same platform chassis and engine won the Super GT title in 2018, and with this new chassis there are promises of even further potential.

2019 will see another year of development for this chassis and is scheduled to replace the GT500 Lexus LC in 2020.
Rivals for this is the Nissan GT-R GT500 and Honda NSX GT500, and we have yet to find out what improvements they will make to combat the Supra coming in 2020.
This will be an exciting year in Super GT Racing, that is for sure!

TOYOTA GR GT500 SUPRA 2019 Reveal, to replace the LC500's by 2020.

Last Year's LEXUS LC-GT500 Champion Tom's Keeper Pro Shop LC-GT500.   

Bonus:  Toyota Prius, Toyota 86, and Subaru BRZ in GT300 

Super GT can be followed here:  https://supergt.net/news

The post Toyota Gazoo Racing Supra GT500 will soon replace the Lexus LC-GT500 in Super GT by 2020. (A90/Dome) appeared first on Club4AG.

Here are a few established journalists and seasoned professional driver's first impressions of the A90 Supra on the raceway.
Though still a pre-production versions, these are final versions of the prototype and pretty close to the real thing which will release in 2019.
Translated here for English audience, here is what they had to say.

Shimizu Kazuo, a veteran of the Japan Group A's legendary R32~33 Skyline Era, and JGTC, and a long established performance driving instructor and journalist, reviews the Supra at the very limits.

"Here is the Z4, err Supra...  OK jokes aside the Supra in comparison to the Z4, feels lighter, and as such allowing the car to be softer but with higher tactility.  It's a nice balance.
You can see that the interior is similar to the BMW, here so there isn't much to comment in addition to the already released Z4.
The nose of the car responds extremely well, so it is easy to induce an oversteer, optionally corrected by VDC or left to dance.  Either way, pleasurably.
It's half wet on the track today, but it seems to stabilize well.  Michelin Pilot Sport and it isn't a run-flat I think.
A typical well made front engine rear drive car.  A good balance as such indeed.  It has the character almost of what I recall driving the classic Hakosuka FR GTR, with a touch of that rawness in dynamics with a dose of stability of the A80 Supra.
The straight six just feels fantastic, and is something missing in feel today from even comparable target that is the Porsche Cayman, as those are now inline 4's.
The response and linearity of this engine, just makes so much pleasure in driving.
Despite the long nose, the wheel base is short, and the driving position in relation to the car is cabin forward in feel compared to traditional long nose, long wheelbase sports cars of the past.
Your  shoulder lands about in the middle between the front and rear wheels, hence the rotational center of your vision is just ahead of the wheel base center, with a near 50-50 balance.
Feedback, hence, is similar to the visual and inertially, similar to the Ferrari's modern front engine mid-ship cars.
It's about the price of two Mazda MX5 Roadsters today I assume, but well fitting of that pricepoint.
Humm.  Steering weight feels slightly more lively than the Z4.  VSC behavior is yet to be seen on the production models, as this prototype still has a few quirks to me.
I'm hoping to see how the final production car will feel, as it seems really promising. "

Yuki Imai, an established motor journalist and a FIA licensed driver, test drives the new A90 Supra.
Notice the letter S in the Supra name plate on the side sill? It is the shape and the view of the Adenauer-Frost Corner of the Nurburgring, from driver's seat!
And upon driving, she's shocked with the sound level being quite potent in cabin, and with a beautiful, strong note of the inline 6. It just feels fantastic on throttle!
The acceleration and exhaust note, blending with the mechanical song, just has this impeccable balance in this car to just feel very much connected seamlessly to emotions.
In this day and era, a car like this is rare. It needs to be celebrated.
The overall tactility from especially the suspension, has a strong flavor of Toyota cars, and quite different from its BMW siblings.
BMW of recent, loves to play with very strong flavoring differences among their line of car selection, some being ultra sharp and added harshness, and others being calmer and gentle to cater to a specific buyer.
This car however, has that Toyota philosophy where it focuses on the purity to what the car is intended, and refined with the proper balance of what is "proper," given the specific car.
It really strikes the right emotion, and one that is in accord with the GR movement at Toyota.
It's been a while since I am on Sodegawara Circuit, so I'm seeking the road a bit, but despite this, the car has phenomenal stability so as not to make me feel nervous.
I can confidently catch up to the visual feed with precise input on this raceway. It's great.
It's both communicative and dare I say, easy to take to the limits. That's my feeling, really in a nutshell.
Definitely a winner.

GT500 and TS020, and Nurburgring LFA Meister, Iida Akira takes a drive in the A90 Supra, and here is what he has to say.
We've enjoyed the return of the GT-R a decade ago, and now we are extremely happy to welcome a Supra returning.
It seems like an extension of the 86 in the best way. Added refinement and capability, with purposeful cabin, really lends to those who might graduate out of an 86, as the next step.
For those who feel the 86 is too youthful, it may be the best ticket.
For those who drive a Porsche or Mercedes Benz sports offerings, the Supra seems to have found enough class and refined luxury to give this Toyota a spin.
The steering is weighed nicely, with enough weight and road feel, unlike the lighter feel of stronger-assisted steer feeling of a typical BMW.
Interior is all hidden, but you can take a guess from the already released BMW Z4, and use your imagination.
His driving partner, Katsura san, feels that the throttle pedal weight and steering feel are a little different than a typical Toyota and through this project, hopes that this excellent feel is reflected in other future Toyota offering.
They both feel that the Supra has hit a point of refinement that should be well-deserving of praise, and despite the controversial topic of collaboration for a flagship, as a sports car, it's just on a different level.
They say the driver tactility is precise, and spot-on for this size and being what this is, a real sports car for drivers.
VSC is fine, safety is fine, and efficiency too is promising. And it is the driver who will have the ultimate effect on automobile safety, and for that, this is one of the best tools to engage that too.
They both will, buy one.
That's a good sign

Manabu Kawaguchi posts a wet track experience in the A90 Supra 
See it making a pretty good engine noise?
From the tone and note it sounds definitely like a straight six version.
It was a preview day so he wasn’t pushing it to risk but he was sliding the car out of composure to check for recoverability. Interior still covered but you can start to see this is a fun little car.
"It's a lively car, plenty of power felt despite the modest numbers on paper.  This is a light car!
It's wet today so I'll be careful.   It's an aggressive shape, but the driving feel is a much nicer, tactile, and well tuned balance with dose of comfort too.
It is truly a blend of what BMW does well, coupled with a strong feed of Toyota's current philosophy of car tuning.
The car can be darty with instant response when the driver wishes to flick the nose in, but and can be rocked loose, but will come back sharply with great corrective inputs of the systems within.
In normal mode VDC, the car will correct your aggression calmly and positively keeping you safe.
In sport mode, it allows you to hang a little looser but with a very good safety net where it counts.
With the VDC completely off, things seem to respond more tenaciously to driver's wishes.  But do be careful, it is a very capable car, and as such, drivers will need a bit of skills too.
What a mature car...  It's fun, docile, and refined.  It is what the Supra should have been all along?  Sure.
BMW flavors included?  That too.  But forget about that, we shall all celebrate that this definitely is a fine sports car."

And finally, without need for much translation, all of the premier Japanese tuner's reactions.

Masahiro Fujitsubo of Fujitsubo Exhaust Systems - "Damn it looks good, I wish we had it sooner so we could have a muffler ready by Tokyo Auto Salon, but we will in 2019!"
Ikeda of Trust/Greddy "Totally anticipated, and we will get right on it, we have to!"
Fujimura Auto - "Oh it's beautiful~"
Yokoyama of Phoenix Power - "It's great!  I see it has potential, and they even left a bit of room for me to put my work into it, I see it!  Hoping this will be the standard of next tuner car once again"
Yokomaku of VeilSide - "I'm so excited I wanted to just peel the making off the car!  It's been years. I want to work on it again...Seriously"
Tarzan Yamada - "They didn't let me drive it,  so I don't give a crap...  Err, ok I'm kidding, It's SPECTACULAR!!!"
Hiroyuki Iiri - "Yeah I saw it, it's smaller than I expected, and I really see something here.  It's a sports car!

The post Toyota A90 Supra Prototype, Japanese Racetrack First-Drive. Get Ready! appeared first on Club4AG.

Past weeked of July 12~15 was the first revealing of the Toyota Supra in public light, and in running, near-production form.
Staged at the Goodwood Festival of Speed it was met with loads of media, both on sight and online.
In this translated article, one of Japan's leading automotive media, "Holiday Auto" managed to dig a little deeper into the mind of the Chief Engineer, Tetsuya Tada.
Along with what I gleaned too from my first person encounter face to face on this in the last few months.

----

Why Goodwood Festival of Speed as the first reveal?

The car we used at the Goodwood Festival of Speed is what we (Toyota) call a Pre-Production Vehicle.  (Normally Toyota produces a few samples of the near final production-trim cars about 6 months before the start of line-assembly, and are used for reveals and final stages of component testing, dealer feedback, and other roles as we near sales date.  We build another batch during MPT, on the actual line 2 months ahead to make sure the factory works well, then another called QCS which is 1 month ahead to address final quality concerns. )
The Pre-Production unit is very close to the production models in its near final form, with the only major difference is that this is hand-built before the factory is setup.
We didn't have a plan to drive at the Festival at all, and the car was bound for the UK for testing on urban road surfaces of that area.  We received an invitation generously from the production team of Goodwood event, to have it be a feature car, and by our luck the car was nearby so we decided to enter it.

During the Parade Run, we wanted to reveal as much as we could without going into much finer details.  We wanted to let the audience hear the engine and exhaust note.  Due to the speed and distance/duration constraints it wasn't like a full attack of the section, but I've kept the RPM high, and kept it in gear for deceleration too, so everyone could also hear the off-throttle noises too.  The engine unit inside this Pre-Production was our inline 6 powerplant.  A 3.0 Liter Turbocharged unit, if you are curious about numbers.  It will be the flagship engine for this car.

We may also offer inline 4 variant for select markets where costs of a larger engine can be prohibitive in ownership or registration costs.  That has yet to be determined, but we left some room for tuners and aftermarket on these engines, and it should be an interesting engine in that respect too.  　One thing to add though, is that the unibody structure of the car is extremely light, and as such, some people might even prefer the 4 cylinders to seek a more intrinsic, and classical full throttle duration driving feel, and value agility above all. We hope this will be an exciting choice as well, not just economical.

BMW, Why?

How this whole thing started was in 2012.  During the press release event of the then-new Toyota 86 in Europe. A BMW official there, and casually approached me and enthusiastically said to me. "Wouldn't it be fun, if we can join to produce a car together? And can we have a discussion at our BMW office if you are interested?"  I really didn't visualize what that might even look like or how we could even do this.  But I was flown immediately after the press event, to the German headquarters of BMW and there it looked to be a very inviting and fun project going forward, still without a plan, but enthusiasm was the mood of the meeting.  I had not a slightest clue of what high hurdles and extreme challenges were ahead, looking back...  All of which I can only smile and tell you now, that the car is running in final shape!

Initially, we didn't really have a clear goal as to what this car would be like, and BMW folks even asked us what we'd like to make.  This is a very unusual experience as we do not normally form a meeting, and have another company ask what we like to build, ever!  It's one thing if it was us inviting them, but this was the opposite.  We didn't think of an idea at that point.
But a few days of brain storming, I had this recollection from a couple of years ago, when our CEO Akio Toyoda has exclaimed "Someday would it be nice, if the 86 has had a little brother and a big brother like in the past?  I'd like to see this happen someday, to have 3 brothers in our lineup of sports cars again."  At that point it was a natural flow to see if BMW could build the new big brother to the 86.  It really was a coincidence that BMW was the only maker still producing a straight six engine, and our legendary Supra was also a car laureled on our flagship inline-six at the time.  Perhaps it was some stroke of luck, or maybe a divine intervention.  Who knows, but it fit.

The Start, The Struggles...

When we compare the previous collaboration with Subaru, this time it was much more of a challenge.  The cultural barrier of German engineers, proud of their engineering, and our pride of what we do best collectively as teams from each firm was something astonishingly different. I won't get into much detail today, but even simple things had very different approaches, and thinking.    There were people at BMW who've never driven a Toyota there or have had much exposure to the history and how we are known.  From circumstances like this and many others, it was a whole list of tasks to even get them to understand why we do things our way, and what is crucial about our cars as opposed to their cars.  It took a little over a year, but by this time, things were going much smoother and communication and focus much more sharply aimed.  Bit by bit we started to envision the same goals as well as the distinct final products.

The Fundamental Differences

We've learned a lot from BMW.   The task list of each step in car making they expended on R&D was impressive.  I almost started to think if they had an infinite budget funding to the task of design.  Each step just much more extensive (and expensive) than what we would normally expend in different areas.  Just astonishing.  I started to doubt myself if this whole thing can be accomplished in a manner that can profit as a product sold as a Toyota.  But then as development proceeded into next phases I was comforted when I saw there were later stages where Toyota would be the exact opposite, and BMW couldn't believe how extensive some of our quality and efficiency studies were as parts came into shape one by one.  We would take every bit down to a fastener or rivet, and put it through our stringent quality control and a dozen other testing, we'd ship thousands of parts back to Japan for analysis.  That is normal to us.  Each piece we test at our level, they were now the ones surprised.
Also impressive was the amount of road testing and final tuning they would do on each test mules.  You'd think they are working on a final car when you look at the meticulous care they have toward a early testbed.  They also love to print a complete modeling and design right down to the location of the badge, before we had decided on the car itself!  I mean stacks and stacks of diagrams and blueprints, computer simulations, and so many man-hours of something that isn't a product yet...

BMW's fundamental difference in approach was that they wanted to design a package, and from there they would naturally evolve a shape and size of the body from that packaging, a functionally oriented goal.  They'd often say to me, "the car will shape itself, as we put in the equipment where it needs to go."   And they will spend a great deal of time in how to mechanically package this.  I mean a lot of time.  Our company (Toyota) with my tenure and experience, the focus was always design elements being the priority.  We would first spend a lot of time on the shape and appeal of the car from visual perspective and adjust based on where mechanical things fit or how our assembly lines can be efficiently used.  So that was a lot of differences there as the base of how we do things often seemed backwards to both of us.  However, again, we learned a lot, and even developed a lot of new ways on how to think and do things too, tremendously.

Smooth, Respectful, and Focused Engineering and Design toward a Goal. 

So, months and years went by working very efficiently by the latter half of the development.   CEO Akio Toyoda came often to see us and seemed very interested on how it was coming along.   It seemed he was most excited to replace the old A80 Supra that was sitting in the design facility, and said, "Oh, I just want to back this old car into the line of other previous Supra models before it, and finally have a new one... It's embarrassing that the A80, is so aged and we'd not had one to replace it sooner.  We need one that can run with the European cars now."   He also added, “I need a Nurburgring-worthy car in our lineup”
We took this seriously and refocused often to drive at what this was to be.
And BMW folks started to see the energy in what this meant for Toyota too.
And in some respect, started to back off with the usual adamancy of how they see fit, so that we can focus on the "SUPRA," that part which is distinct from their car.

We do a lot of testing on the Nurburgring, and yes with the BMW staff too and their design teams working on both cars.
It is a shared platform to an extent, and some things just get accomplished this way faster.
However, we work separately just as much, and we expend a lot of time ourselves as Toyota to make adjustments in suspension tuning, and character of how shifters respond.
We have a different goal for the Supra and the Z4. Handing is very different now, and we have our own Master Driver from TME who’s an accomplished Nur-Meister, making sure the car exhibits superb driving feel at extreme speeds.

The Competition, and the Character

A lot of people assume, like the 86/BRZ the difference is minimal and just a styling difference divide these cars from ours to the BMW.   I will say it now.  Officially.  That is not the case.

The whole thing wasn’t based even on the goal to achieve a less expensive development or subcontracting of any sorts.  This was a collaboration that drives at broadening of possibilities, when two different minds and systems, and culture and history, that will enhance a car, and eventually, prowess and forte for both companies.  Not just in exterior panels, but even in the interior too.  There isn’t much that be seen as shared-components in how the car feels.  Down to even shift knobs, they are different.  Of course, major components are shared, such as engine and carriages, but even the tuning of the engine and transmission are different too.
I will elaborate that the target for this A90, was the Porsche Cayman. While the location of the engine is very different, the driving pleasure you’d get will be something I would like to have you drive and feel for yourself.
We are confident in this regard.
You can see also that we used a lot of styling cues from the A80 Supra, and that was a something we felt adamantly to include from the start.
Many of the model concepts to this day, all have that shape, from FT1 to now.  The rear fender bulge was something that wasn’t easy to shape for production machinery you know!

The A90 has a neutral steer character.
On the raceway of course, that’s a given for this caliber sports car.  But we worked hard to make this handling consistent over many roads.  We’ve tested countless distances and months. From the French Alps, to long continental drives in the USA, and narrow streets of Japan. We’ve put so much distance on this car that I can’t recall exactly all the places we have been in my head.  But from this long term testing cycle, living day to day we find more things to refine.  The A90 Supra is a 2 seat car.  There wasn’t a firm consensus or early decision to choose it as such, but after many revisions, we simply derived that this was the ideal form, for how we want this car.  Simple, and no compromise there.

Who is it made for?

As for the pricing you ask.  Well at the start, we didn’t put a constraint on the price.  There was no target really.   Just that we would make a car that more people can afford and share the experience of what we created as a team. I mean we can make anything if the price wasn’t an issue.  But cars over $100,000 USD would certainly limit the number of buyers, and that just wasn’t our goal for this.
To keep things in check, there isn’t much formed out of anything too expensive like carbon fibers.
Sure, you saw some on the Supra Racing Concept, but for production, it is entirely designed to be attainable.
And that Racing Concept can be an example for the aftermarket as well. If the customer chooses to take it another level for sports driving dedicated purpose.

Truly a Sports Car.

The best trait of the inline-6 engines are the smooth, responsive operation. That's been a trait of sports and luxury cars in the past.
When driving at the very edge, the inline 6’s prove to be such an asset as it will respond to the driver predictably and smoothly.  That is important so as not to upset the attitude of the car on the edge of tire adhesion.
But we didn’t just refine it to a point where it became boring either.  While retaining the smooth feel, we also worked very hard on the transmission to shift very quickly.  The A90 will give you each gear with consistent split-second timing.  It isn’t programmed to be watery and muted, it will give you a positive feedback at each shift to engage you.

We did leave a quite a bit of room for conversions into racing chassis too.  Whether it be Toyota’s own GR operations to come, in many series around the world, or for individual owners and teams to strip it to a racing platform. Aerodynamics in this regard was carefully approached.
Not since the LFA have we spent so much time on the air around and under the car. We’ve designed the floor shape so that the airflow produces downforce, and guides air into pockets where we left open for additions of things like oil coolers too.
And transmission cooling lines, diff cooler space?  Sure, we left dedicated spaces for that too.

People asked me about Nurburgring lap times. I don’t want to make a promise, as that greatly depends on the level of driving and conditions, but accomplished drivers in testing were consistently in the 7 minute range. The car is very honest at the limits, and again neutral-steer.  Push and tuck are at the will of the driver.   The turn-in for this car is unusually responsive for a car with an inline-6 in front, but it still manages to be extremely stable at high speed cruise at well over 200km/h.
Part of the secret to this newly found stability and response in handling is the new differential gear unit that was developed for this car. I can’t elaborate at this time, but please look forward to the release of information on this unit.

As a prideful flagship this will be, it will see continual and incremental development, in small bits for many years.  And knowing that, we have designed the base platform and drivetrain to be at a level beyond anything we previously made at Toyota or BMW.
It was difficult to achieve a good balance using a very big inline 6 engine.  But for that goal, BMW, had even done a late-development redesign once at great expense.
They just felt our goals were worthy enough, to lower center of gravity further by dropping the engine to a plane that was previously deemed too difficult.
BMW just came though like this for many things, to get this car done right.  They felt it, and we were adamant about it.
As the car became more capable, we just made the decision to go delve further into what was possible, each time a goal was met.  And we pressed on further past it.
And that was a surprise too, thinking how difficult it was to even talk just 4~5 years ago.
We’ve come a long way, and we will present you this car shortly, along with more details.  Stay tuned.

___

That was the words of Mr.Tada, and graciously taking the time with enthusiasts all over the world.
In his words as a project lead, the Chief Engineer, and more importantly, as a car-guy.

We really can't wait.
__________________

Written / Translated by  Moto Miwa

SOURCE:
Some content translated from a Japanese article, "新型スープラ開発責任者 多田哲哉氏が語ったBMWとの共同開発の舞台裏" by Holiday Auto (Japan)
An interview with Chief Engineer of the A90 Supra, Tetsuya Tada.
Along with accounts of what I have also discussed first hand with Mr.Tada.

The post Chief Engineer Tetsuya Tada, reveals the A90 Supra, from the perspective of a joint development with BMW appeared first on Club4AG.

Chief Engineer Tada, interviewed by Web/CarTop (Japan).
on the "Toyota GR Supra Racing Concept"

___

Here we have the Toyota GR Supra Racing Concept.
And presenting it is Chief Engineer Tada.

Q: Why was a racing version first unveiled? That’s rather bold and unprecedented.

-- WE really wanted to present that car with a focus on motorsports, and the related attributes of how the production form will prove to be agile, and responsive in character for this car. We really wanted to stress this. As Gazoo Racing, which is the leading resource for the product planning of this vehicle, this was also one of the missions, to tie in the element of motorsports and driving pleasure.

Q: It has been announced a while ago that this was a joint-project with BMW, how did this flow? Were there any difficulties?

-- Much like how we collaborated in the past for the 86 (and BRZ) with Subaru, we had a lot of discussion on what our goals were, and what it meant to both parties. Because there are cultural differences in how engineers and consumers for both locales engineer, design, perceive, and eventually own cars, this proved to be something quite challenging. Initially a slow and extremely careful process. It took almost 2 years to come to a solid understanding at both firms to focus on a singular design direction for the product.

Q: Were there any strong elements where you could not compromise for the development goals for this Supra?

-- Of course, first and foremost we were adamant that this will be a very “pure” sports car. Could we accomplish this with BMW? Also, we intended this car to be sold through Toyota dealerships globally, and was this achievable at the level of quality that dealers and customers have come to expect from Toyota?
I can count a whole list of such concerns and discussions we had initially, but as of this time, we’ve come to a very good relationship with BMW, and we as engineers enjoy building the final stages leading to production stage.

Q: That number 90 on the door of the car, does that mean A90 that succeeds the A80?

-- Yes, thank you for noticing! That was our warm message to the world, that this is another succession in the Supra heritage. It designates indeed, the “NEXT” Supra.

Q: Inline 6, how important is that?

-- We have first, traveled around the world for voices of many Supra owners and fans. And one thing we noticed being referred to over and over was the inline 6, and the silky character of the engines that defined the Supra.
We didn’t particularly see the element of nostalgia to be a focal point of the revival of the name, although each region had their own strong ideas about what they wished deriving from characters and identities of the past Supra.
But much like the 86, we thought it had to be relevant to today’s customer needs, and evolved into something to really succeed the previous cars.
We’ve seen turbo and naturally aspirated engines in previous iterations, but all inline 6. So that was one thing we were firmly fixated from the start. That and the fact that it must stay front engine, and rear drive just as all previous 5 generations of Supra. Our fans everywhere made sure we focused on these two elements adamantly as well, universally.

Q: How long will we have to wait until we see a production version?

-- For a drivable production car?
We’ve announced elsewhere that we are planning to start production early next year (2019), and from now, leading up to the production date, there are still some elements to be fine-tuned, and decided. Perhaps we can arrange for a test-drive soon to gather your opinions. We will try our best.
We hope to give more people a chance to drive it soon.
What is unique however, about this development is that we have used available testing periods on the streets from the very early stages. From the very technical engineering standpoint, this was very unusual. Normally a car we design will see a lot more test course development before it is roaming the streets. But for this car, in fact I would say that 90% of driving tests were conducted in the real-world scenario of public roads.
However I can go on and on, but it will only amount to just words, so please wait just a little longer when we can offer a very detailed driving experience.

Q: Understood, so we shall wait for the day when we can grasp the steering wheel in our own hands to experience it!

--Yes, just a little longer, thank you so much.

You can watch the video interview in Japanese.
Please keep in mind I am not translating this on behalf of anyone, including Toyota, and these are my choice of words in the translation that I thought to give the best accuracy in context.

___________

Moto Miwa.

The post Chief Engineer Tada, in an interview by Manabu Kawaguchi - On A90 Supra and BMW appeared first on Club4AG.

A brief history of what the engineers have been upto with this for the last several years, as he told the Japanese media in an interview and with a few days spent periodically, throughout the process in person myself.
Chief Engineer Tada has spent the past several years on this project, and with various stages of collaborative efforts for this vehicle to be produced with BMW and their production facility resources.
It seems to have been quite struggle at the start, when Mr.Tada approached BMW.  He was suddenly called upon to go figure out what can be done with the next Supra, and BMW as a partner.
Pulled from an event on short notice in Spain at the time during a 86 related event, he was thrown into a corporate jet to get to a meeting that day in Germany.
There he was met with colleagues from Toyota at the BMW corporate valut office with executives, and sat through the meeting of what was to become the next sports car project, after the 86.

Tada san has been very close in his career with one of his mentor, the then Chief of the A80 Supra.  But, that project was a long time ago.  What would become of this next one?
And this time, it was his turn to make it from scratch.  Quite unexpectedly at first, but going back to all his years, and also doing a ton of research personally to seek a concept of what the next A90 should become.
With all due respect to the world of Supra fans, who are extremely diverse depending on the era, region, and age group, he's very familiar with American hero that is of the A80, and the venerable and unbeatable 2JZ-GTE engine in the realm of aftermarket.
Surely with the experience he had with the 86/BRZ project and with all due criticisms and accolades alike, it still managed to become one of the most pure, accessible, and well-loved sports car in this modern era where roads are ruled by SUV's and Hybrid Eco mobiles.

This has been a very long road with breaking cultural barriers for both BMW and TOYOTA to collaborate effectively, but more on this later when I write up a longer, more detailed story later on.
What's become of this is a very pretty car but that isn't nearly as simple as sorting through BMW parts bin and constructing a Supra skin over it.  It was quite a bit more to the point that TOYOTA has expended just as much funds as creating one of their own cars.
But the beauty and the result of the process goes much, much further and again, more on this later.  I'll periodically write a bits and pieces account for the process of the collaboration, unofficial of course but personal, as told by the CE.

For now, please enjoy what our friends at Goodwood has provided me, and to share with fans and enthusiasts of driving pleasure and sports cars.

Moto Miwa, Club4AG
Photo credits: Zeeshan

This being a pre-production example, we see a few details that aren't still a full production piece in minor areas like exhaust tips...

There seems to be a diffuser of pretty carefully calculated airflow, and CE has mentioned that it will be pretty extensive on the production model that will be one of the major contributing factors to the stability at high speeds at levels beyond cars with a short wheelbase.
Moreover, that is what they have worked on extensively so that the foot print can be so wide and short, for superb precision and agility, while attaining a very stable high-speed cruise.

Front Tires.  Pretty large set of tires for a car with such weight classification.  With base weight targeted at just about 1400kg.

Rear tires... A 275/35-19.

Door handles come from BMW, and that's not a bad thing, BMW's have always had nice vault-like feel and structural design to become part of the uni-body to take on the loads.

Roof structure shape seems to be similar to the 86, though here is one of the places where this car will differ greatly from a BMW Z4.
And considering the ultra light weight of the car, perhaps we can expect this panel to be of some resin hardened lightweight material?  Hint...

HUD, yes, BMW's hardware again, but expecting a bit of twist in models for some regions.  That's a detail we have to wait and see, Tada san says.
The HUD might be one of the more interesting elements of the new A90 Supra, in terms of "connected driving" that Gazoo Racing is very much influencing on this car.
Telemetry, Data Logging, Driver Assist, performance driving assist, and other elements of the near infinite ways a car can be connected to the cloud and a wealth of on-board information possible today.

Headlight...  Inspired from a previous Supra?  Perhaps. But nice vents to feed the brakes with cool air. More on this later.

Bubblous rear fenders, from this angle, reminds me of the FD3S, and a Boxter...  from this angle.

Car does have the signature long nose of sports cars traditional to straight-six engines, and a heritage style key of all previous Supra.

Unfortunately the interior was all covered up with blanketing sheet and no details could be observed.  I do see a BMW Automatic shift lever, though I do assume this can be any form of 2 pedal manual too.
I suppose the interior has more details to be finalized and shown more dramatically at a more official introduction.

Here I'm noticing the wheel studs to be the typical BMW bolts, rather than the usual Toyota stud+nuts arrangement.  BMW has a saying this being a more solid and simpler connection to the hub assembly, but from my experience, it makes the chore of mounting wheels a little trickier without the guide of studs to rest on.

The car itself as I understand from Mr.Tada, that it will have a shorter wheelbase than the existing Toyota 86, while slightly longer and wider overall.
But not by a whole lot, and this will be a very light and compact body, he stresses, with linear high speed stability that is uncharacteristically good for a car with such short wheelbase and wide track.
He also says the aerodynamic properties were something studied very meticulously for the 86, and this will feature even more refinements, as Toyota was free of constraints on this regard to shape the body and all under panels.

Again that big front vent below the headlight...  This is a brake cooling vent that can be optionally installed for track users avid and in need of such devices for racing around on Sunday track venues.

4 pot opposing piston caliper, unpainted but maybe that's different on a production car.  I'm sure the fans would like them shiny and obvious in a bright color.

Big side mirrors are something inevitable under European regulations in meeting the minimal side mirror size requirements.  But again Tada san assures that the element of aerodynamics were well accounted and placed and shaped precisely where it is slippery through the wind, and directs air where it is supposed to go.

The post A90 Toyota Supra is coming along it seems... First reveal at Goodwood Festival of Speed. appeared first on Club4AG.

The Toyota Celica XX - The Father of Supra.

Launched as the premium package of the long-popular Toyota Celica, the "XX" pronounced "double-x" featured a pair of inline 6 engines as choices over the standard Celica's inline 4. 4M-EU 2600cc or (1)M-EU were the inline-6 options. And late-models were equipped with a 2800cc 5M-EU as well as adopting the first independent rear suspension for the lineup.

In the USA, the 1978 was the launch year with the only choice being the 5M-EU, and this was the first "Supra" as the name "XX" was met with opposition by the sales division for very obvious reasons.
However this "Supra" name was not adopted in Japan until two generations later in 1988, when the Supra line split from the Celica line. This is when the Celica moved on to package with the "T" chassis front-drive/all wheel drive layouts, while the Supra retained the sporting/luxury rear-drive "A" chassis layout.

The post The Toyota Celica XX - The Father of Supra appeared first on Club4AG.