Review of the 1989 Toyota Supra Turbo

(Taken from Road & Track Feb 1989):

Pity the unenlightened manufacturer trying to build a fleet of different cars to appeal to different buyers. One customer wants economy, another wants luxury. One guy is a family man; the next, a performance hound. Toyota has seen through this game of trying to aim a car at a specific buyer; it has turned the Supra Turbo into a car that can be some things to all people.

Lest this seem like a slight to the car, let us say right now that the Supra Turbo is the best Japanese sports-coupe package around. But lately, it seems to be losing its concentration. The Supra Turbo is still a world-class car. but its image is becoming less focused and more cosmopolitan.

Performance buyers have never had any basis for gripes with the current Supra's engine. That powerplant, a 3.0-litre DOHC 4-valve inline-6, developed a reputation of having satisfactory power and generous low-end torque. The addition of a turbocharger in 1987 added even more muscle.

To glean just a bit more horsepower and torque for 1989, Toyota has modified the wastegate actuator. In objective brawn, the Turbo's engine now packs 232 bhp at 5600 rpm and 254 Ib-ft of torque at 3200.

Not surprisingly, the engine is mated to a 5-speed manual transmission. Less expected and very rare in a carmaker's top-of-the-line turbo, a 4-speed automatic is available to Supra patrons with lazy left feet.

If driveability is the main criterion in purchasing a car, the Supra Turbo will satisfy every item on the checklist. Combining the inline-6 with the turbo provides a wide range of flexible power. The six takes care of the low-end work while the turbo comes on at the midrange in a smooth. gradual motion. Steering effort is light (but not too light) and control is direct, thanks in part to the Turbo's new-for-1989 progressive, speed-sensitive power-assisted steering. The Supra steering system also supplies a reassuring feel that connects the driver to the road.

A number of drivers commented on what a fine balance between ride and handling the Supra Turbo achieves. This is satisfying news for Toyota, which revised the rear suspension slightly to improve the Supra's lateral response and reduce body roll when cornering. Goodyear Eagle VRSOs (225/SOVR-16s) are called upon to aid in the ride and handling effort. Additionally, there is a button on the centre console that toggles the suspension rate between Normal and Sport. This is an amenity bordering on overkill; the Sport mode is just fine for everyday street use.

The car's sticking ability in corners impressed us. As one staffer put it, "I feel very confident with this car, as I can place it and position it precisely. A good compromise between manoeuvrability and stability."

The Supra Turbo's acceleration ability should satisfy virtually any enthusiast. Its quarter-mile time of 15.2 seconds is entirely respectable. Even more impressive is the Turbo's application to the 0-to-60-in-under 7.0-seconds club: a mark of 6.6 sec.

So much for the Supra Turbo's credentials for getting the blood of performance-oriented enthusiasts to simmer. On the other side of the Supra coin is a car that appeals to more aesthetically inclined personalities.

Many drivers want their car to look like a bolt of lightning even as it sits in the parking lot. For them, the 1989 is a good bet. The Supra already cut a sleek profile after its 1986 facelift, and with a few slight exterior changes front and rear, the new version is going to garner an extra share of nods and winks.

At the nose, Toyota has incorporated the front air dam into the bumper and widened the grille opening to expand the air-intake opening to the radiator. At the tail, the rear spoiler has been redesigned. The new one is a meatier, more permanent installation than on previous Supra Turbos.

The family man need not shy away from the Supra Turbo either. The coupe's 2+2 seating configuration offers lots of head and leg room for Mom and Dad in the front seats and just enough seating in back for the short-legged twins. The available space in the trunk is ample for the luggage of a family of four.

If safety is the buyer's watchword, the Supra Turbo has him covered too. The car comes with ABS as an optional feature. Also in the safety department, Toyota is using 3-point harnesses in the rear seats this year instead of simple lap belts.

The Turbo has a base price of $24,700 and the tariff goes in just one direction after that. Toyota's reputation for quality, however, makes all of its products good value. The Supra Turbo is a solid, hefty car (just a linebacker and two cheerleaders shy of two tons), built for durability. Treat the Supra right as a long term investment, and it will stick around to pay dividends.

Prospective purchasers with an eye toward luxury are directed to the interior of the Supra. Standard bounty includes electric window lifts, remote-control sideview mirrors (heated), central locking, cruise control, an AM/FM stereo/cassette with graphic equaliser and a rear-window heater and wiper.

The car's options list is headed by the all-electric controls package for the driver's seat, which manipulates the up-and-down, back-and-forth movements of the seat and seatback, plus lumbar and seat-wing adjustments. The list of opulent add-one continues with a removable roof panel and compact disc player.

The 1989 Supra Turbo is the perfect car for the moderately heeled enthusiast buyer who wants to try everything on the menu: performance, comfort, roominess, stylishness, durability and reliability. The Supra Turbo is Toyota's spin on an old car-hawking phrase: "No matter who you are, you have a personality to fit our car."