2021 Toyota GR Supra

With a new 2.0-liter model introduced for the new year, owning a Supra is even more affordable than ever with a base price of $42,990. The rest of the range has seen a marginal increase with the 3.0 asking an extra $1,000 at a base MSRP of $50,990. The 3.0 Premium is priced from $54,490, while the also new-for-2021 A91 Edition is the most expensive at $55,990 - an increase of $740 over last year's Launch Edition. All models are subject to the addition of a $995 destination charge.

At 3,181 pounds, the Supra 2.0 is more than 200 pounds lighter than its six-cylinder counterpart. Most of the weight savings come from having two fewer cylinders under the hood, but shedding the 3.0's adaptive suspension and active differential helped shave off a few lbs. With less weight on the nose, the Supra 2.0 feels slightly more eager to change direction, and, if given the opportunity, we are sure it would shine as an autocross vehicle. Even without the adaptive suspension, the Supra 2.0 still rides beautifully over rough pavement as we've come to expect from last year's Supra. Without the active differential, we found the Supra 2.0 to be even more predictable when tossed into a corner, though the lack of power certainly became a bother when the road straightened out.

We still prefer Toyota's comfortable approach to suspension tuning over BMW's race-track derived stiffness and the retuned chassis on the 2021 Supra 3.0 has only reinforced this opinion. The 2021 Supra 3.0 features lightweight aluminum braces, tying the strut towers to the radiator and increasing the lateral rigidity. Other adjustments have been made to the electric power steering, Adaptive Variable Suspension, Vehicle Stability Control, and Active Differential in order to prevent the Supra from morphing into a tail-happy tire shredder. The COVID-19 landscape prevented us from discovering how all of these chassis changes improved the Supra on a racetrack, but we suspect the 2021 model is still geared more towards backroad barnstorming than setting lap records.

The steering still feels remarkably precise when benchmarked against any non-Porsche and the ZF eight-speed automatic still ranks up there with the best available dual-clutch transmissions, despite it being a torque-converter auto. Placing either of the two cars into sport mode tightens up the throttle and opens up the valves in the exhaust to add more concert to the driving experience. Though if we are being honest, the pops from the four-cylinder's exhaust sounded more like a cell phone speaker compared to the thunderous cracks of the inline-six. We also noted more rev-hang in the four-banger while the six-cylinder exhibited no such issues. Unless you are more interested in your monthly payment than fun, we suggest getting the Supra 3.0.

We came away loving last year's Supra after driving it on several occasions both on the road and on the race track. For 2021, Toyota has both improved upon a winning formula and provided customers with more choice. These should both be considered wins in a dwindling sports car market, but if we are being honest, there is only one 2021 Supra that we highly recommend.

The four-cylinder car simply lacks the theatre found in the six-cylinder model. Those puppy-dog pops from the exhaust feel laughable when compared to the titillating thunder that erupts from the six-cylinder's pipes. Likewise, we think the four-cylinder Supra will likely suffer from the same stigma that V6 muscle car owners know too well with people asking "why didn't you get the six-cylinder one?" We are all for the "slow car fast" mantra but in this case, the six-cylinder Supra offers the perfect amount of performance to be used comfortably on the street, and if it were our money, we'd gladly spend up to get the larger engine. Toyota's improvements to the 2021 Supra 3.0 are a welcomed addition to the nameplate and would even make us consider upgrading if we'd just purchased a 2020 model.

If price were no object, we would highly recommend trying to nab one of the 1,000 A91 Edition 2021 Toyota Supra models. Just 500 of these cars will be finished in the bold new shade of blue called Refraction, which should help boost the residual value when it comes time to sell. This will be the most expensive trim level of the 2021 Supra but we suggest spending more now to get it back on the other end, while also enjoying a more special ownership experience of having a limited edition car. The A91 Edition also gets unique matte black wheels and carbon fiber bits plus a splash of color on the interior in the form of blue contrast stitching.

The Z4 and Supra twins have never been more alike than they are now, with both offering the same 2.0-liter base engine and both providing the same 382 horsepower when equipped with the turbocharged six-cylinder motor. Both run from 0-60 mph in 3.9 seconds with the more powerful motor equipped, and both make use of the same sharp-shifting eight-speed automatic gearbox with rear-wheel drive. The Z4 provides top-down thrills the Supra doesn't, but conversely, the stiffer chassis of the Supra has enabled Toyota to make its sports car more supple yet sharper through the bends. Both cater to the same infotainment and safety tech, so on paper, they're evenly matched. But here's the kicker, the Supra starts at nearly $7,000 less than the Z4, a difference present even when comparing top-spec derivatives. The Supra is a genuine sports car, built for drivers who want the most out of their car. The Z4 doesn't feel as accomplished, and it seems the only thing it has going for it is a convertible roof. Dare we say it, Toyotas has built a better BMW than BMW.

For two sports coupes so similar in size, the GR Supra and the 86 go about business in completely different ways. For starters, the 86 is priced from a little more than $27,000 while the GR Supra in its new 2.0 incarnation rings in at around $16,000 more, while a top-spec 3.0 will set you back nearly double the asking price of the 86. While the Supra makes use of BMW engines developing between 255 and 382 hp, the 86 features a naturally aspirated Boxer four-cylinder from Subaru, generating just 205 hp. It makes use of a six-speed manual gearbox by default, involving the driver at lower speeds in a 'driving is what you make of it' scenario rather than the Supra's attitude of power, composure, and supreme ability at high speeds. While the 2+2 cabin of the 86 might be a little more practical, it's the Supra that has the larger trunk, the better infotainment, the more premium material selection, and the stronger contingent of features. Ultimately, you buy the 86 for cheap thrills at any speed, but the Supra is the serious sports car here.