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Mark IV (1993-1998; 2002 in Japan)
SUPRA MKIV Production Numbers & Colors

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more serious high performance car. Production started in December 1992 with only 20 models, but started mass production in April 1993. Refer to the New Zealand Mkiv Supra website for detailed Japanese mkiv Supra production numbers from December 1992 to August 2002. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (160 kW, 220 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 280 hp (209 kW, 284 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (240 kW, 320 PS) at 5600 rpm and 315 ft·lb (427 N·m) at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 291 km/h (181 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.

1993-1995 Toyota Supra
Also calledToyota Supra MK IV
AssemblyMotomachi, Japan[11]
Engine(s)3 L (2997 cc, 183 cu in) 2JZ-GE I6
3 L (2997 cc, 183 cu in) 2JZ-GTE I6
Transmission(s)5-speed W58 manual

6-speed V16x manual

4-Speed A341E automatic
Wheelbase2550 mm (100.4 in)
Length4515 mm (177.8 in) (1993-1998)
4514 mm (177.7 in) (1999-2002)
Width1811 mm (71.3 in)
Height1265 mm (49.8 in) (1993-1998)
1275 mm (50.2 in) (1999-2002)
Curb weight1460 kg (3219 lb) (non-turbo)
1581 kg (3486 lb) {turbo}
Fuel capacity70 litres (18.5 US gal)[2]


The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12b turbos (for the usdm market, JDM market was CT20/Ct20A with variations- some are ceramic- notorious, some are not. For UK and USDM market steel blades (CT-12b).

Some differences in the OEM twin turbo JDM and USDM/UKDM JZA80 turbine setups include:
JDM (CT20) has 3 bolt flanges for turbo to header. USDM/UKDM (CT12) is 4 bolt JDM (CT20) has no pressure bypass X-over pipe, USDM/UKDM (CT12) does JDM (CT20) has oval exhaust header to turbo ports and 3" downpipe, some are 2 bolt, some are 3 bolt. USDM/UKDM (CT12) has 4" downpipe outlet, full bore round ports from exhaust header to turbo
supposedly both setups are rebuildable from garrett or other parts bin similarities with machining, some rebuilds are better than others.

Initially all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 3500 RPM, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. Approaching 4000 RPM, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost. The valve seal problem was back from the Mark II engines. Another weakness is the engine mounts.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a "donut" spare tire on a steel wheel to save weight and space. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.

Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included dished out head bolts, hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3,505 lb (1,590 kg) with the manual and the automatic added another 10 lb (4.5 kg). The front wheels held 53% of the weight and the rear wheels had 47% of the weight.

For the 1996 model year in the U.S., the turbo model was only available with the automatic transmission due to OBD-II certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models. All 1997 models included badges that said "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVT-i which raised the output by 5 hp (4 kW, 5 PS) and 10 ft·lbf (14 N·m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations. In Japan, the turbo engines were installed with VVT-i as well.

The stock MKIV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The Supra is one of the heavier 2-door Japanese sports cars, however still lighter than the Skyline R33 GT-R, while only being slightly heavier than the R32 GT-R and the R34 GT-R (to which the Supra is traditionally a rival in its home country). The Supra was also lighter than the Mitsubishi 3000GT VR4 and the Nissan 300ZX Turbo. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.95 lateral g's (200ft) or 0.98 lateral g's (300ft) due in part to a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record a 70 mph (110 km/h) -0 braking distance of 149 feet (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by 3 feet (0.91 m) by a Porsche Carrera GT.

Due to the strength of the stock non turbo engine, the 2JZ series 1994-1996 has remained a popular import platform for modification. This non-turbo engine pulls from 0-100 km/h in as few as 6.2 seconds and has 220 hp (160 kW, 220 PS) from factory.

Sales to Canada were ceased in 1997 (there were no 1996 Celicas), and in the US in 1998. Production continued in Japan until August 2002, ceasing due to restrictive emission standards to be adhered to by 2003.                                                                               



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