2024 Toyota GR Supra 45th Anniversary Review: Winging It

Fast and somewhat furious.

Toyota says the 2024 GR Supra 45th Anniversary is “an ode to the 1990’s (sic) models.” What the bright orange paint and large rear spoiler say is that it’s the closest Toyota could get to a Fast and Furious tribute without those pesky things like contracts and licensing fees.

Winking reference to living life a quarter mile at a time aside, the latest special edition Supra offers the same goodness the two-seater has had since the six-speed manual joined the lineup a few years ago. That is to say, it’s fun and exciting in a way few cars manage under six figures.

What’s New for 2024:

Toyota wisely kills off the four-cylinder Supra after this year, because honestly, why would you buy a 255-horsepower auto-only sports car for 50 percent more than a GR 86? Yeah, I thought so. The lineup is pure six-cylinder from here on out. Some deeply unoriginal folks might still complain about it being a BMW engine, but who better to build a turbo inline-six?

The 45th Anniversary is based on the 3.0 Premium trim, meaning all the fixings including a 12-speaker audio system and wireless charger. The color combinations are limited: Americans have the choice of Absolute Zero (white) or Mikan Blast—Mikan being Japanese for “orange.” Canada sticks to only the latter, dubbing it Solar Orange. Production is limited to 900 units south of the border and only 45 in the Great White North.

Exterior Style:

On top of the orange paint, this tester comes with a pair of black side stripes plus matching side mirrors. The 19-inch alloys are matte black, too. The most noticeable change is the inclusion of a mid-rise rear spoiler, complete with manual adjustment. Toyota doesn’t have downforce figures, but needless to say it’s likely minimal differences.

This particular tester has a unique sticker to celebrate its part in Toyota Canada’s cross-country Kanreki event.

Powertrain and Fuel Economy:

For anybody unimpressed with just 382 horsepower, think of it like a pre-tax figure. This is a BMW engine we’re talking about: the quoted figure is the bare minimum. Local sales tax is 13 percent: yeah, 431 hp sounds about right. The Supra is effortlessly quick everywhere, blessed with little turbo lag and sharp throttle responses. There’s an appropriate level of bark to match the bite too, without the try-hard popcorn theatrics of, say, BMW M cars. You’ll get the occasional backfire sure, but they’re rare.

And that manual. That sweet, sweet manual. I was fortunate enough to drive the Supra almost back-to-back with the newly-manual 2025 Z4, and while that should make the cars more similar than ever, there are differences. Both vehicles feature an approachable clutch action, but the Supra’s shifter is tighter, with a more mechanical action and zero slack. It’s not quite as creamy smooth through the gates, but I wouldn’t call that worse; just different, a matter of taste. Needing more effort feels true to the Supra’s edgier sports car attitude. A rev-matching feature can be turned off, but it delivers flawlessly when active.

Handling and Drivability:

Lightness. That’s the overarching theme when driving the Supra. With its compact wheelbase and quick reactions, the GR Supra is eager to explore the nearest winding road in a way few coupes are capable of. Toyota has tamed some of that wayward tail that afflicted early models, but the rear-end will still get mobile should you feel the need. Now it inches outward more progressively, giving the driver clear warning signs. A tweak to the traction control system, dubbed Hairpin+, increases wheelspin through tight, uphill corners, helping the Supra scoot and boot around the usual test route. It’s fun and engaging, even if that thin steering wheel remains slightly mute at the speeds the Supra is capable of.

Strong Brembo brakes build confidence when it’s time to come down from those speeds, too. 

Ride Quality and Comfort:

There are aspects of the GR Supra experience that endear it to the daily grind. The adaptive suspension is reasonably cushy in its softest setting, absorbing bumps without introducing passenger heads into that double-bubble roof. There’s lots of road noise, but that’s an accepted part of the sports car bargain. A manual might be more work in city traffic, but the ample torque on offer here makes it a cinch.

That’s not to say the Supra is Corolla-easy to live with. The visibility and ease of entry are two strikes against it: the windows are short, and the view out the rearview now has a spoiler right in the middle. And there’s still the small issue of the turbulence at just 30 mph (50 km/h) if you happen to have the windows down.

At least the seats are excellent. It’s a long drop into them, but once there, they hold driver and passenger firmly in place without feeling restrictive.

Interior Style and Quality:

Black. Lots of black. If there’s one thing I miss from last year’s excellent A91-MT special edition, it’s the bits of color in the cabin. The layout is fine, insomuch as it’s easy to access the physical controls for climate and audio; Toyota even tweaked the center stack to make it easier with the manual. The cupholder position remains awkward, however.

While I personally love the thin rim of the steering wheel, nobody is going to wax lyrical about the repurposed Mini center. Still, overall the cabin beats the Z’s warmed-up leftovers vibes.

Tech and Safety:

A previous iteration of iDrive occupies the 8.8-inch central touchscreen, done up in Toyota colors. It’s far from the latest and greatest, but is simple and easy to use. It still offers up wireless Apple CarPlay, too. The combination instrument cluster is looking more and more dated, but I also dig its charm, the focus on style instead of an overwhelming number of data points. The Supra just wants you to get in and drive, okay?

An available driver assist package (standard in Canada) adds very useful blind spot monitoring and rear cross-traffic alert, amongst other things. Every Supra should have them.

Value Dollars and Sense:

The GR Supra is an admittedly tough sell, at least on paper. The new Z is substantially more affordable—but it isn’t as sharp to drive. Neither is the similarly-priced BMW M2: the baby M car is ultra-quick and very capable on a track, but it’s closer to 4,000 pounds than the Supra’s curb weight. It just feels flabby. Same goes for a Mustang.

None of those cars can match the lithe athleticism of the Supra, however. At the as-tested price of $65,470 ($79,180 CAD) including destination, few cars offer such a blend of style, performance, and sheer fun.

Final Thoughts:

The 2024 Toyota GR Supra 45th Anniversary Edition doesn’t dramatically alter the Supra formula. Toyota’s Austrian-built sports car is just as engaging and cool as ever. If you didn’t get one of the hundreds coming to Canada and America, rest easy: a “regular” Supra will provide the same thrills. It just won’t have quite the same impact when you dust Ferrari 355s outside Neptune’s Net.

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