The Supra's new 2.8-liter six is currently tuned for livability and smoothness, its 145 horsepower masked behind some thorough noise-and-vibration isolation work, which also accounts for some of that 3040-pound curb weight. All told, the company has churned out more than 400,000 DOHC engines, some of them with very stimulating specific power outputs. Toyota is busy strutting and preening its fifteen years of twin-cam engine development, of which the new Supra’s is the first we've seen in the U.S. We'd guess that Toyota has made a conscious decision to tune for the "substantial feel" of an even larger car, but one exception flies up in the face of crosswinds, which buffet the thing around like so much wastepaper in an alley.Įngine response is comparatively flat at low revs, but above 4000 rpm the performance picture changes to brighter hues and stronger brushstrokes, and after a few moments of concentrated gearbox and foot work you'll find yourself romping over hill and dale with highly illegal abandon. It's still more than necessary, but the Supra does give quietness, solidity, and refinement in exchange for its heftiness. The weight is about the same as the Mustang/Capri's, 360 pounds less than the Z28/Trans Am's. It weighs 3040 pounds sans occupants, and this is its biggest stumbling block.
#1982 toyota corona driver#
These faults are speed-related, and minor adjustments of speed, up or down, take care of them.Ī feeling of weightiness dominates the Supra for both driver and passengers. The wide tires and firm chassis setup sometimes connive to send road rumble and harshness into the body structure and through the seats and interior, where they come to play on your senses after a while. On the skidpad, the system is worth 0.76 g. The front end skates when pushed really hard, say, when barreling into a closing-radius corner-then the tail does a pronounced step-out when the throttle is feathered in response-but all told, the chassis is nicely tuned. In concert with the "front MacPherson struts and the rear semi-trailing arms, they take advantage of well-tuned shocks and springs to adhere pretty faithfully to most road surfaces one exception we noticed was moderately heavy braking over pronounced lateral seams in the pavement, when the rear tires unload slightly and chirp a moment's loss of composure.
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In any case, the tires are 225/60HR-14s and the aggressive aluminum wheels are a full seven inches wide. The two-tone Supra we were dealt in Michigan was turned out in Dunlop D3s, and these proved slower and less accurate in steering response.
These Potenzas were on the all-black car we drove in California. The sporting Supra’s power assist lessens with engine speed, neither intruding nor detracting, and the front and rear anti-sway bars and broad-beamed Bridgestone Potenzas hold the pavement like epoxy that's about three-quarters set. Steering sensitivity, centering, linearity, and effort are very good, lacking much of the near-instantaneous off-center twitchiness of the less sporting L-type Supra, Toyota's digitally instrumented, computerized, full-zowie shot at the luxury-and-gadget market. The sporting Supra’s power assist lessens with engine speed, neither intruding nor detracting.
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