2026 Toyota GR Supra Final Edition First Drive Review

SONOMA, CA—You’ll miss it when it’s gone.

It’s impossible to ignore the thought as I’m winding the 2026 Toyota GR Supra MkV Final Edition around Sonoma Raceway. To say this fifth-gen Supra has been controversial would be an understatement. The Bavarian ties are numerous and obvious, and for some, that’s been a sticking point since 2019. “Nice BMW,” they sneer, with all the originality of a Borat impression.

For its final lap, the Supra is getting one final tune-up in the form of the Final Edition, with numerous suspension and chassis tweaks aimed at making it the best-driving Supra yet—and by dint of that, one of the most satisfying old-school two-seaters remaining on the market.

Toyota hasn’t left the GR Supra untouched in any of its model years since launching in 2019. In Toyota’s home market the Final Edition gets more power, with healthy bumps to 434 horsepower and 421 pound-feet of torque—but those particular improvements don’t make their way to our shores. You’ll have to make do with the usual 382 hp and 368 lb-ft.

GR engineers have tweaked the suspension, giving the Supra more negative camber, a stronger front stabilizer bar, and revised electronically controlled shocks. The front rubber bushings and rear rubber mounts are stiffer than the regular model. Sitting behind the 19-inch wheels are larger Brembo brakes than before.

The MkV Final Edition package also includes some unique aesthetic touches—with real aerodynamic benefits. A carbon fiber ducktail spoiler sits atop the tail, with matching front wheel arch flaps to balance the look. There are also higher front tire spats. Buyers wanting to make more of a statement can spec the GT4 style pack, which is only available on matte white (“Burnout”) and black (“Undercover”). In addition to the oh-so-subtle graphics behind the doors, the pack switches the carbon fiber finishes for matte from gloss, adds a matte black rear Supra emblem, and tops it all off with red mirrors.

Yep, the MkV still feels far quicker than its quoted figures suggest, even around the undulating ribbon that is Sonoma Raceway. There’s power throughout the engine’s entire range, and the six-speed manual remains the ideal partner. The clutch requires real effort, but the short throws and tight, mechanical feel between the gates make it satisfying, and the automated throttle blipping on downshifts is a blessing on the tighter, technical sections of the track. Toyota has us in a 2023MY model first to gauge the Supra’s evolution, and that one has the eight-speed automatic. It’s good too: even without myriad drive modes, the ZF-sourced ‘box never puts a foot wrong when being hustled, always finding the right gear for the task at hand.

Officially, the GR Supra will crack off runs to 60 mph (96 km/h) in 3.9 seconds with the auto or 4.2 seconds with the manual.

The Supra has matured since its 2019 launch, tidying up its sometimes wayward tail for a driving experience that is well-balanced and satisfying. It does require more nuance and commitment than its chuckable GR Corolla and friendly GR 86 siblings, mind you. There’s no getting away from the weight distribution, the seat feeling just barely ahead of the rear axle. It’s akin to riding the back car of a rollercoaster, a feeling driven home by the big hills and drops at Sonoma.

The Supra’s steering is precise and quick, but a relative lack of weight remains its weak point, as it is easily capable of hitting higher speeds than the other GRs. The pendulum feeling can bubble up if you’re over-eager, but the Supra provides multiple cues before things get truly hairy. Turn in, wait for those sticky Michelins to signal how much grip remains, and adjust the amount of throttle accordingly. The MkV’s tweaks provide more turn-in confidence and a keener sense of being dialed in through high-speed stuff, but unless you’re regularly tracking your Supra, you’ll get about 98 percent of the same feel from the regular model.

On the road back to the hotel, the MkV is typical Supra, good and bad. It’s a keen highway cruiser, with a well-judged ride that isn’t overly stiff. Visibility is still abysmal out the back, so drivers need to be judicious in their mirror-watching. The Supra is still relatively lightweight in today’s world, and that means it doesn’t need filling-loosening spring rates to compensate.

The leather and Alcantara seats are supportive without being restrictive, offering a good range of adjustment.

When the Supra disappears, there will be nothing like it to take the spot. Give it a few years and the same folks who sneered at it will reminisce about the time Toyota offered a quick, inline-six-powered coupe sending all its power to just the rear wheels via an honest-to-goodness manual transmission. If that checks all your boxes, get one while you still can.

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