2023 Toyota GR Supra Manual First Drive Review: Sticks the Landing

Toyota would never admit it, but I like to think a single letter is (at least partially) responsible for this manual-transmission 2023 GR Supra: Z.

The reality of product development cycles means the retro-styled, 400-horsepower Nissan Z—which offers both an auto and a manual—probably didn’t influence this three-pedal Supra’s development. The constant chorus of folks requesting one is a more likely reason: even Toyota’s Mike Tripp says as much. “We were regularly asked if there would be a manual version,” says Tripp, “we immediately took that feedback to heart and started developing it 2019.”

Regardless of the impetus, a manual-transmission Supra is now a reality. Has the transplant unlocked a higher level of Supra? Is this the two-seat, $50k sports car to buy? What else are the naysayers going to complain about now? The answers to these questions lie at Utah Motorsports Campus.

Right there in the title, folks. The manual transmission is ZF-sourced, and like many of the mechanical parts that make up the Supra, it has a whole lot of BMW DNA. Toyota engineers have made it their own, however, stripping out the acoustic package to reduce weight, increasing the clutch diameter, and altering the lever ratio for reduced effort. Since the stick is down two gears, Toyota has also opted for a shorter final drive ratio (3.46 versus 3.15). Even so, the six-speed Supra is slower than its sibling to 60 mph (96 km/h), taking an estimated 4.2 seconds to do the deed. Not that straight-line speed is the point, here. Sorry, four-cylinder fans: the stick is for six. Curiously, that’s the opposite of how the related BMW Z4 organizes its drivetrains: the six-cylinder is auto-only there.

Toyota didn’t stop at the new transmission. As it has every year of the GR Supra’s existence, the Japanese automaker has tweaked and tuned various bits. A new Hairpin+ feature in the car’s stability control systems allows for “a greater difference in wheel spin between the left and right-side tires,” all with the goal of making tight uphill corners more fun. Six-cylinder models see modified shock absorbers, which Toyota says improves roll balance and ride comfort. The company has also made changes to the electronic steering system.

Even though it’s approaching mid-life status, the Supra’s design still looks unique. New wheels and a trio of new paint colors keep it fresh, including a matte white option. This one is unique to this year’s special model, the A91-MT Edition. Limited to 500 units, the A91-MT sports an exclusive tan leather interior, unique 19-inch alloy wheels, and red Supra badging plus red calipers. Proving Stellantis doesn’t have a monopoly on fun paint names, the other A91 color is CU Later Gray. In the Utah sun, it reveals a golden undercurrent that really works—to this writer’s eyes, anyway.

There are no changes to the drivetrains. The 3.0-liter still makes a very healthy 382 horsepower and 368 pound-feet of torque, while the four-pot’s figures are 255 and 295, respectively.

We’ve got the whole day to throw the three-pedal Supra around the Eastern half of the Utah Motorsports Campus. A lead-follow lap comes first, and it takes all of 10 seconds to feel comfortable with this new shift-it-yourself Supra. The throw is short and tight, with the sort of notchy goodness that leaves you in no doubt as to when you’ve found a gear. The clutch is friendly and progressive, and there’s so much torque at idle that I imagine even first-time manual drivers could avoid stalling. Toyota was right to revise the gear ratios: there’s more natural spacing here, whereas the auto rushes you to the mid-pack and then hopes you stay there.

By default, the throttle blipping features is on. It performs flawlessly on downshifts, and those are something I’d rather not worry about on track, so I keep it on. Should you want to practice your heel-toe routine, you can deactivate it from the Individual drive mode.

This Supra’s handling is more buttoned up than the last one I drove. The steering ratio is quick, and turn-in is zippy. It will still rotate when pushed, but there’s an added predictability to proceedings when it does. You’re not clattering into the Supra’s limits so much as you’re gently brushing up against them. I’ll chalk that up to the suspension revisions more than any weight savings: the six-speed saves just 22 pounds (10 kg) over the equivalent auto.

I still don’t love the brakes. There’s enough power there to haul the car down from the kissing-fourth-gear speeds it’s capable of, but any hint of trailbraking has the tail feeling squirrelly. It never gets out of shape, but it’s enough floatiness to nibble away at one’s confidence.

There’s no road-drive portion of the day, only a short loop around the service roads, so I can’t tell you much about the Supra MT’s road manners. Signs point to a largely familiar experience.

Speaking of familiar, the Supra’s interior hasn’t changed. The A91-MT edition gets tasty looking tan leather seats, but otherwise, this is the BMW-centric space we’ve been cramming into since 2019. It’s a tight fit, especially with helmets, but the simplicity means it takes little time to get comfortable.

The 8.8-inch touchscreen runs an older version of BMW iDrive, obviously skinned for Toyota duty. It’s easy enough to navigate, and wireless CarPlay is a boon. Or rather, it would be, if the wireless charger could hold my phone.

You still get the practical-but-not-really hatchback, hindered by a narrow opening. Everything is still accessible right behind the seats, too.

Pricing for the 2023 GR Supra hasn’t shifted much. The 2.0-liter is up $320, now retailing for $44,635 including destination ($58,990 CAD in Canada). The extra two cylinders bring the sticker to at least $53,595, about a grand more than last year. A similar increase is in store for 3.0 Premium ($56,745 / $70,460 CAD) buyers. Thankfully, both of these 3.0 trims offer the six-speed as a no-cost option. Finally, the A91-MT is $59,440 ($72,090 CAD).

That newly youthful Nissan Z? Its price of entry is just $41,015, the 400-horse coupe undercutting even the four-cylinder Supra. Tack on an extra 10 grand for the Performance trim and—if you can find one—a further $3,000 for the limited-production Proto Spec.

Tastes extend beyond two-seat Japanese cars? A Mustang GT starts around the Supra 2.0’s price, which gives you the wiggle room to either option it up, or move to the fiestier Mach 1. Every Camaro bar the ZL1 undercuts the Supra, too.

The long-awaited 2023 Toyota GR Supra manual transmission doesn’t radically transform the car. There are still foibles: the out-of-date, barely-disguised BMW infotainment; the gratuitous wind buffeting with the windows down; the wishy-washy brakes.

But it’s so much more fun now. I’m not one of those everything-should-be-manuals fanatics, but the Supra really does feel whole now. A layer of interference has peeled away, allowing for a more transparent, two-way conversation between car and driver. If the lack of a manual was your biggest barrier to Supra ownership before, well, saying no just got harder.

FAQs

How much does the 2023 Toyota GR Supra cost?

This year’s sports car lineup starts at $44,635 ($58,990 CAD) including destination, for the four-cylinder Supra. The manual transmission is available only with the six cylinder, starting at $53,595 ($70,460 CAD).

Does the manual cost extra?

No; both it and the existing eight-speed auto are priced the same.

How many A91-MT Editions will be available?

Just 500 of the limited-edition models will be available in the US.