2025 Toyota GR Supra Track Edition review

The time has come, and the bell has tolled: Australian orders for the current-generation Toyota GR Supra have closed, at least for now.

Introduced in 2019, the born-again A90-series GR Supra marked the long-awaited rebirth of one of Toyota’s most iconic nameplates, as the model had been out of production for nearly 20 years. Naysayers complained that the new Supra was a twin under the skin of the BMW Z4 roadster but, frankly, I only ever saw that as a win.

The idea of a BMW known for its handling prowess and powerful engines being mated with a sleek Toyota coupe body bearing a legendary name didn’t seem like anything short of brilliant. Styling may be subjective, but I’ve long been a fan.

Not to mention that Toyota listened to its fanbase and introduced a manual version in 2023, bringing a more ‘enthusiast-oriented’ setup to its flagship sports car. Then came this year’s announcement that Toyota would enter the Supra in the Australian Supercars Championship, which is celebrated by the special road-going edition you see here.

But, naturally, all good things must come to an end. Customers in Australia can no longer order a new A90 Supra, as production for this generation is set to end next year.

The announcement wasn’t too surprising, as there have been reports that both the Supra and Z4 would exit production in Austria before 2027. Still, we’ll get to watch it tussle with the Ford Mustang and Chevrolet Camaro on racetracks around the country next year, so why not give the road version a last hurrah while we can?

Seeing off the A90 is a handful of special editions. There’s the Final Edition, which isn’t available in Australia but features more aggressive aero, tweaked suspension, and more power from its BMW turbo-six.

Then there’s the 2025 Toyota GR Supra Track Edition, which is on test here in automatic guise. It may not have any more power, but there are bespoke aerodynamic elements and a raft of suspension upgrades to not only commemorate the brand’s entry into Supercars, but also hone in on the full potential of the Supra’s handling prowess.

All things considered, is the Track Edition a fitting send-off for Gazoo Racing’s first Supra?

How much does the Toyota GR Supra cost?

The Track Edition adds $9000 to the price of the Supra GTS, which means it costs $105,295 before on-roads.

Automatic and manual transmissions are available for each trim level at no extra cost.

There are only two real rivals in Australia. One is the Nissan Z, specifically in its more aggressive Nismo trim, which is priced at $94,605 before on-roads.

The other is the Ford Mustang in its hotted-up, more exclusive Dark Horse guise, which costs $98,017 before on-roads. With its performance-oriented handling and drivetrain tweaks, the Dark Horse is the Track Edition’s most direct competitor.

The Supra Track Edition is still much cheaper than its Z4 M40i mechanical twin, which is priced at $142,700 before on-roads.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

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What is the Toyota GR Supra like on the inside?

Still just as much of a BMW as ever, but it’s now looking quite old.

Track Edition tweaks are minor in here, and that’s not necessarily a bad thing. Among them are standard black Alcantara-trimmed seats, red seat belts, and a red ring on the top of the shift knob in manual models – the latter is forbidden fruit in our auto.

Other than that though, the cabin is appointed with the same old-generation BMW switchgear and infotainment tech as the standard Supra. Of course, the interior doesn’t scream $100,000-plus, especially not now in the age of screens almost as big as your kitchen table, but everything’s solid and works reliably.

A benefit of that is perceived build quality is exceptional, but not perfect in the case of our tester. Perhaps the stiffer suspension rattled something loose, as a strange noise developed behind the dashboard at around 100km/h on coarse-chip road surfaces.

That’s a minor gripe in the context of it all and, fortunately, the rest of the cabin maintains a high standard. The 8.8-inch infotainment display offers decent resolution, and we made full use of its wireless smartphone mirroring function with no abnormalities to report.

There’s not much to be found by digging into this screen either, which is telling of the system’s age but also serves to declutter and simplify the Supra’s driving experience. The same can be said for the digital instrument cluster in front of the driver, which is another 8.8-inch unit.

This is one of the more unique Toyota elements in the Supra, and it hasn’t lost its charm. Physical tachometer numbering masks the screen, while the needle behind is purely digital – as are the speedometer and trip computer displays that flank it.

The angular bezel houses fuel and temperature gauges, and it’s a clean setup all around. There may not be much customisation available here, but you’re unlikely to grow tired of Toyota’s default look.

Behind it is a big steering wheel, which looks a little too much like a BMW wheel with a Toyota boss glued on. There’s also some cheap-feeling plastic here, but the wheel rim itself is well-proportioned, leather-wrapped and fits the Supra perfectly.

Ours was also fitted with paddle shifters, which are among the best we’ve used in a ‘standard’ automatic production car – more on that later. The buttons on the spokes look fairly utilitarian with their plastic or rubberised finishes, but they’re all robust and ergonomically convenient.

As is the centre console, which offers a selection of buttons and a large dial to control the infotainment. It’s fine to use on the move and can be convenient with its shortcut buttons, but it’s still much easier to touch the screen with your finger.

There’s also a wireless phone charger here, with a plastic cover to stop your phone sliding out during more intense driving. The glossy carbon-fibre remains and still makes the car feel special, while leather padding is fitted to protect knees.

Above all this is the climate control system, which is purely physical, and again easy to use on the move. All Supra trim levels come with seat heating as standard, but not ventilation.

As is to be expected, storage options are limited. There’s no central storage box; instead, there’s a soft armrest area with two cupholders, and behind that a small plastic tray plus a netted pouch in the passenger’s footwell.

The Track Edition is only available with black Alcantara-clad seats, which features embroidered GR logos in the head restraints. Red seatbelts accent them, but that’s all that’s different – it would have been nice to have other bespoke gear, even something relatively minor like an Alcantara-trimmed steering wheel, for example.

At least the seats offer plenty of adjustment, which is all electric. This includes the side bolsters on the driver’s seat, which means it’s possible to get into your perfect seating position without too much hassle.

The steering wheel also has generous adjustment, and we had no issues getting comfortable. Sitting low in the driver’s seat makes everything feel like it should in a sports car, and the heavily raked windscreen makes it feel like you could be in a race car – just for a moment.

Of course, the Supra lacks a second row of seats, unlike the Mustang. All you’ll find behind the front seats is a pair of large speakers as the space narrows into the sleek rear-end.

The boot is therefore small, with a tight opening that leads to a shallow cargo space that doesn’t get much wider. There are at least a couple of cargo anchors and some additional storage nets, but this isn’t an ideal grocery-getter.

Toyota quotes a boot capacity of 290 litres, which actually surpasses the Z Nismo’s 241L. Ford, meanwhile, doesn’t quote any figures for the Mustang, but its boot looks significantly larger than the Supra’s.

You don’t buy a Supra for its interior flexibility, but it’s still a nice place to spend time.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

What’s under the bonnet?

Powering the Track Edition is BMW’s B58 3.0-litre inline-six turbo-petrol engine, which is unchanged from the standard Supra. That means it puts out 285kW of power and 500Nm of torque, with drive sent to the rear wheels through either a six-speed manual or eight-speed automatic transmission.

Even though our tester was fitted with the eight-speed auto, our recorded fuel economy figure was considerably higher than Toyota’s claim. While our week primarily involved highway driving, we did end our loan with a full day of spirited driving in Victoria’s east.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

How does the Toyota GR Supra drive?

It’s a sunny day, and a quiet one on the roads so far.

We’re heading towards our favourite area for twisties, and the road to get there is predominantly 80km/h with sweeping bends and smooth surfaces.

On the way, we’re taking in the effortless joy of piloting the Supra. It feels glued to the asphalt, and the gentle thrum of the six-cylinder engine belies the power waiting to be unleashed by your right foot.

Road noise suppression isn’t great, and there’s a slight vibration in the wheel when travelling at speed, but we chose to ignore these things – this is a performance car geared for track use after all, so we accept there will be trade-offs when it comes to daily-driving refinement.

More importantly, the car still feels rock-solid, and while the ride is indeed firm on account of that sporty suspension, it isn’t about to shake your fillings loose over rough ground. It’s composed, and the heavy steering makes every move feel deliberate.

The Supra rolls on through tighter bends for which other cars would have to brake, and the well-bolstered seats hold you in perfectly. You don’t feel like you’re about to fall out of the seat, or that you have to exert yourself to stay upright.

At the same time, they’re not excessively firm. You don’t feel sore after driving the car for an hour or two, and the sound system keeps the mood up by cutting through the tyre roar.

We arrive at a small town for fuel, taking care not to run into a bollard given the undeniably compromised outward visibility. There are still sensors, as well as a reversing camera, but you need to be extra cautious of where you’re placing the car.

After pulling up to the bowser, we clamber out and fill the car, doing our best not to look at how much it costs. We only filled it up three days ago, but we have a lead foot – and who can blame us? Pay up, and it’s time to hit the road.

Hit the big ‘SPORT’ button on the centre console and the Supra springs to life. The valved portion of the exhaust opens up to let the engine sing, while the gearbox shifts down a gear or two to get the B58 into its powerband.

While we’re at it, we flick the gear selector into manual mode. We hadn’t had any issues with the eight-speed auto until this point, apart from it feeling a little lumpy when crawling in slow traffic, but we figure it’s best to be in charge – at least as far as an auto will allow – while tackling what comes next.

We hit the throttle in third and the rear-end lights up, kicking on the traction control in the process, before the car settles as we click into fourth. There’s nobody ahead, and we prepare to throw out the anchors as the first real corner on this stretch of road quickly approaches.

The Supra doesn’t complain at all as we jump on the brakes. The larger discs of the Track Edition give you some extra confidence and improved heat dissipation, and there’s a distinct sense that the car was ready for anything before you even started the engine.

Downshifting to third and throwing the wheel to the left to hit the first turn, we notice how well the front-end tucks in and bites into the road. Sport mode also stiffens up that adaptive suspension, and we convince ourselves we can feel the increased negative camber having some effect.

The rear-end gets loose again as we hit the power out of the turn, but the Supra puts its power down well nevertheless – the traction control system keeps a firm leash on things, sapping the flair seamlessly and keeping us away from the trees on our right.

We grab fourth once again, this time taking note of how responsive the paddle shifters are. There’s hardly any noticeable lag when you upshift, making the torque-converter auto feel more like a dual-clutch unit.

The next right is the tightest bend yet, so we hit the brakes harder than before and the car responds accordingly.

We even go back down to second this time, causing the engine to rev-match the transmission as the car’s computers accommodate our request. We throw the wheel right and wait patiently for the bend to open up – the thought of kicking the rear-end out crosses our mind, but the Michelin Pilot Super Sport tyres are pretty grippy, and expensive.

There’s a hint of understeer, which the limited-slip diff will turn into oversteer if you’re impatient, requiring an armful of opposite lock to straighten out even with traction control on. “There’s the limit” we think to ourselves as we power away in third, then fourth, towards the next series of bends.

It’s easy to get lost in the moment when throwing a car like the GR Supra around, as the Track Edition is addictively agile and simply loves to change direction. We carry on down the road with trees whizzing by, but before we know it we hit a 60km/h zone as we roll into the next town.

The manual may be more engaging, but the performance capabilities of this automatic leave you feeling like Superman. Everything about the car just feels authentic, including the smell of hot rubber.

It’s impossible (for me, anyway) to unlock the full potential of the Track Edition on a twisty B-road, but it certainly feels like not much more than a sharpened Supra. I was already a big fan of the way the regular Supra drives, and while that car excels in the day-to-day grind, the Track Edition is a fantastic weekend warrior.

Our only minor complaint is that its lane-keep system is overreactive, especially on the freeway. This has the car making frequent corrections, particularly around longer bends, although it isn’t too intrusive.

Fortunately, you can turn off this system in the infotainment screen, and there’s also a button on the centre console to keep tabs on the car’s safety systems. In any case, the GR Supra Track Edition is a hell of a lot of fun to steer, whether you’re Shane van Gisbergen or not.

Of course, it commands respect and will bite back if you don’t give it, but that’s part of the fun. We would’ve jumped at the chance to drive the manual version too, but we weren’t left wanting after handing back the keys… reluctantly.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

What do you get?

The Track Edition is based on the standard Supra GTS, but there are only slight tweaks to its cosmetics because most of the significant changes are under the skin.

Above: Toyota GR Supra GT

2025 Supra GT equipment highlights:

• 18-inch alloy wheels
• 348mm front brake discs
• 330mm rear brake discs
• Adaptive LED headlights
• LED daytime running lights
• Adaptive suspension
• Limited-slip differential (LSD)
• Leather-accented steering wheel
• Sport leather-accented seats
• Power-adjustable front seats
• Heated front seats
• 8.8-inch digital instrument cluster
• 8.8-inch touchscreen infotainment system
  • Satellite navigation
  • DAB+ radio
  • Wireless Apple CarPlay
• 10-speaker sound system
• Dual-zone climate control
• Smart entry, exit
• Normal, Sport drive modes
• Paddle shifters (auto only)
• Wireless phone charger
• Rain-sensing wipers
• Sports brakes incl. red calipers
• Sports pedals

Supra GTS adds:

• 19-inch alloy wheels
• 345mm rear brake discs
• Head-up display
• 12-speaker JBL premium audio

Supra Track Edition adds:

• 19-inch matte black alloy wheels
• 374mm front brake discs
• Red ‘GR’ brake calipers
• Front underlip tyre spat
• Wheel-arch aero flaps
• Carbon fibre ducktail rear spoiler
• Re-tuned steering and adaptive suspension
• Larger front anti-roll bar
• Increased negative front camber
• Stiffened rear suspension subframe
• Active LSD
• Black alcantara seats with ‘GR’ embroidery
• Red seatbelts
• Red-accented gear knob (manual only)

Matte black paint is exclusively available for the Track Edition.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

Is the Toyota GR Supra safe?

The Toyota Supra hasn’t been assessed by ANCAP or Euro NCAP.

Standard safety feature highlights:

• 7 airbags
• Autonomous emergency braking (AEB)
  • Car-to-car
  • Pedestrian, Cyclist detection (day)
• Adaptive cruise control (auto only)
• Cruise control (manual only)
• Front and rear parking sensors
• Lane departure warning
• Rear cross-traffic alert
• Reversing camera

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

How much does the Toyota GR Supra cost to run?

The Supra is covered by Toyota Australia’s five-year, unlimited-kilometre warranty, which extends to seven years for the driveline if scheduled servicing is up to date.

Capped-price servicing is more expensive than other Toyotas, but still considerably cheaper than the mechanically identical Z4, for which BMW offers a pre-paid Service Inclusive Basic pack for $2415, which works out to an annual average of $483 over five years.

To see how the Toyota GR Supra stacks up against its rivals, use our comparison tool

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Purchased a Ford Ranger in Sunshine Coast, QLD

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CarExpert’s Take on the Toyota GR Supra Track Edition

The Track Edition is a worthwhile upgrade for the GR Supra, even if there’s no power bump in Australia.

The enhanced chassis is a better match for a car as sleek as the Supra, which already had bucketloads of power and now feels like it’s closer to its potential. Toyota engineers have succeeded in making it as nimble as possible without making it a monster on the road, vindicating the Japanese brand’s claims that it’s the most focused version of the car yet.

Despite targeting similar customers and competing in the same segment as the Mustang Dark Horse, the Supra feels completely different.

The American V8 pony car is far more guttural and brutal, but it feels heavier and isn’t quite as pointy thanks in part to it’s looser rear-end. It’s a similar story with the Z, because while that Japanese coupe is feels fast and sporty, it feels like more of a grand tourer than either the Mustang or this especially firm Supra.

The point is the Supra is exactly what you’d expect. It’s a perfect car for weekend warriors who don’t want to attract too much attention during the week with a loud, burbly engine.

But as convincing as it is, the Supra is starting to show its age inside, which is no surprise given it’s been around for nearly eight years.

When the next-gen Supra comes around, we’ll miss the BMW six-cylinder and the guarantee of sublime handling, but it opens the door for some creative liberties at Toyota.

We know Toyota has a new performance turbo-four in development, and the GR brand continues to take leaps and bounds with its catalogue of exciting cars. The Track Edition could be a precursor to some of that, even if the next Supra could be the most drastic reimagining of the nameplate yet.

As it stands, the Track Edition upgrades aren’t revolutionary, or even evolutionary. They’re simply a well-executed enhancement of an already brilliant rear-drive sports coupe, and we’re grateful to have driven this baby Batmobile on our favourite roads before it disappears from showrooms.

In many ways, enjoying the Track Edition so much makes it difficult to say goodbye to the A90 Supra. But there’s no question it’s a fitting swansong for a sports car that will be remembered as one of Toyota’s finest.

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