Driven: Toyota GR Supra Manual Review

The old ways are frequently the best for true connoisseurs of a given topic, says Tyler Heatley. A record player isn’t as convenient as an iPod, but there’s an added richness to the sound facilitated by the ‘old school’ method. It’s the same for reading a physical book versus text on a screen or movies recorded on film instead of digitally. While Toyota’s reborn Supra arrived with a slick and modern automatic gearbox, the purists desired that man/machine connection you can only get with a manual transmission. The Japanese firm is passionate about its sporting products, and that’s precisely why it has listened to fans and delivered the new Toyota GR Supra Manual.

It wasn’t as simple a task as bolting a manual transmission in place of the auto box, as the engine was never designed to take one. The notion of swapping cogs yourself in a Supra isn’t as simple as most people think, and this turned into a real passion project for the Toyota engineers – not a fully-funded business decision that was always part of the plan. Building one from scratch wasn’t an option, so a six-speed manual transmission was sourced from the ZF Group and then extensively modified to play nice in the Supra, and that’s before all of the ergonomic calibration needed within the cabin. If you think Toyota doesn’t care for the petrol head, think again.

Externally the Toyota GR Supra still looks as distinctive as it always has. A trio of new colours has been introduced to refresh that lengthy bonnet, domed glasshouse and ducktail rear end. Unlike many of this car’s rivals, Toyota’s uniquely Japanese approach to design yields a smooth and sculpted silhouette as opposed to something defined by aggressive slashes. There are hints of Supra’s gone by and plenty of inspiration from the legendary 2000GT and FT-1 concept machines. It remains a handsome thing, but you’ll need to be a real anorak to spot the red badging that denotes this as a manual car. Our specific example is also wearing a set of optional lighter alloy wheels.

There will be two variants of the manual-equipped Supra in the UK, one dubbed ‘Pro’ with lashings of leather bathing the interior, and a more simplistic nameless entry-level model. While the basic car has manually adjustable seats, it’s 38kg lighter than the standard automatic Supra. You still get a large infotainment screen and dual-zone climate control, so it’s not exactly automotive poverty inside. The top-of-the-range Pro models receive electric leather seats, a premium JBL audio package, a head-up display, and dual-beam LED headlights.

The cabin will be familiar to anyone who has driven an automatic Supra. Simplistic lines make up this space, and everything has a hardiness that gives a reassuring sense that it will stand the test of time. The lightweight seats provide plenty of lateral support from their neatly stitched bolsters, although you do lose some adjustability found on the Pro car’s plusher chairs.

A reasonable amount of work had to be put into where the new manual gear lever was to be positioned. Countless iterations to find the ideal height and weighting – not to mention a redesign of the console it sits on to avoid punching the air conditioning controls when changing into third – results in what you see here. It’s located perfectly, although the close gate and short throw mean it’s worth having your wits about you when shifting in anger.

The Monteblanco circuit in Spain proved to be an ideal location to test this new Supra. Heavy braking zones that involve fast downshifts, tightening turns to assess the car’s diet, not to mention a lengthy straight to really unwind that 340hp turbocharged inline six-cylinder engine – perfect.

Engaging first with a notchy clunk and slipping the clutch is more rewarding than simply stomping the throttle in the automatic car. Like any manual, getting an optimum launch comes down to feeling the car bite, and the Supra’s new third pedal delivers a nice, predictable motion. Rocketing from the pit lane exit, the low-down torque of the turbocharged motor and the intense levels of grip those rear wheels enjoy make for quick acceleration. Rowing through the gears, it’s possible to crack 0-62mph in just 4.6 seconds. Most of this car’s grunt is in the mid-range, so revving the car out isn’t as satisfying as you might expect; however, there’s undoubtedly some added charisma when charging to the horizon and changing gear yourself.

A lighter car enjoys benefits under braking and through challenging corners, and while the Supra does squat on its suspension, the rigid chassis changes direction like an agitated mosquito. The car’s wide footprint and relatively short wheelbase results in rapid rotation around an apex, and that reassuringly planted feel continues as the radius tightens.

The steering lacks feel, but it’s precise when placing the Supra on an exacting trajectory. Tighten the suspension and steering via Sport Mode, and you get a little more focus from the wonderfully stable platform. That said, it’s worth turning the electronic nannies off on an undulating track like Monteblanco, as the traction control and stability systems can be a little too keen. Unshackling the Supra allows for graceful transitions conducted by modulating the throttle. Something else to note is that a few tweaks to the suspension setup and braking systems have enhanced this package a little more. While these alterations are enjoyed by the manual car, they will also be applied to automatic models going forwards, should you wish to leave the car to decide when to change gear.

Shifting the focus back to that manual gearbox – pun fully intended – its short throw and meaningful weight is befitting a sports car. Is it the greatest manual gear change in motoring? I wouldn’t go that far, but there’s no denying that it adds something to the Supra recipe that driving enthusiasts will relish. Don’t worry if you’re not a heel-and-toe ninja, as the six-speed manual also has a rev-matching function. Why? Well, it protects the engine should you be an oaf in the pedal box and makes you look like a hero in front of your mates. Those who want to blip the throttle are invited to turn the system off.

So, to manual or not to manual, that is the question… Considering the added tactility that the three-pedal setup adds and that it’s a little cheaper like-for-like, there’s no reason not to. Pricing for the Toyota GR Supra manual starts at £53,495, with the fully-loaded Pro model costing an extra £4,000. The automatic car is a fraction faster in a 0-62mph sprint, but, as something to enjoy, it remains true that the old ways are indeed the best.