Toyota GR Supra manual 2022 Review – International

Contrary to popular belief online, the six-speed manual transmission in the new 2022 Toyota GR Supra (MY23) is just that: new.

It’s not a beefier, uprated version of the six-speed manual offered on the 2.0-litre BMW Z4 in Europe, nor is it an off-the-shelf part.

Instead, it required Toyota and supplier ZF to start almost from scratch, taking almost three years and many millions of dollars to develop.

Despite this, even in North America – its biggest market, where there’s plenty of manual transmission loyalists – Toyota is only banking on 25 per cent of all buyers choosing the stick shift over the auto.

So, it’s refreshing, then, that if you fancy a six-speeder, which is available on both the GT and GTS models, Toyota Australia won’t charge a premium for it over the automatic on the MY23 Toyota Supra that’s due to launch in the final quarter of this year.

That said, there has been a $506 price increase across the board, which means the entry-level GT now kicks off at $87,000 plus on-road costs while the GTS starts at $97,000 plus ORCs.

Helping soften the blow of the minor price bump, Toyota engineers have made tweaks to improve both the steering and handling, while upgrading the anchors with the addition of new ventilated sport brakes.

The GTS also gets a set of smart new alloy rims that shave off a combined 4.8kg in unsprung mass.

Other minor changes include three new paint options – a Copper Grey, Azure Blue and Matte White – that replace Suzuka Silver and Goodwood Grey. Inside, tan leather becomes available, superseding the previous red leather option.

Toyota covers the GR Supra with a five-year/unlimited-kilometre warranty, with visits to the workshop due every 12 months or 15,000km.

The first five services are capped at $390 each, totalling $1170 in the first three years and $1950 over five years.

We’ve never had any complaints about the way the current Toyota GR Supra hurtles down a stretch of road and – manual or not – the coupe still verges on the indecently quick.

Under the bonnet, BMW’s smooth-spinning B58 turbocharged 3.0-litre inline six-cylinder lives on in the 2022 Toyota GR Supra, still good for 285kW and 500Nm of torque, with the latter arriving from just 1600rpm.

Helping make up for not having eight closely-stacked gear ratios that the auto gets, the new six-speeder’s final drive has been dropped from 3.15 to 3.46, for better get-up-and-go off the line.

Despite this, with a ham-fisted human in charge of the cog-swapping duties, 0-100km/h still takes 4.6 seconds – versus the 4.3sec the eight-speed auto serves up with a lot less fess.

That figure compares well with the 4.5sec 0-100km/h dash the just-launched new Nissan Z takes. Top speed, meanwhile, is limited to 250km/h.

Like the manual ’box in the Toyota GR Yaris, the new six-speed Supra gets Toyota’s intelligent (iMT) software that’s claimed to carefully measure torque precisely for smoother upshifts. The same tech also rev-matches on downshifts.

Other new tech includes a new Hairpin+ function that allows some spin on the outside wheel when attacking tight turns up a mountain pass for enhanced agility.

Finally, there’s a handy hill-hold assist and a recalibrated stability control system that prevents the Supra snapping sideways during upshifts under full power.

As we’ve already mentioned, it’s easy to underestimate how tricky it is adding a manual tranny to a car never designed to have one.

Worse still, instead of starting with a blank piece of paper, engineers were forced to modify the existing casing in the Toyota GR Supra because of space issues – adapting, modifying and ultimately binning anything that was not required and took up valuable room.

Pleasingly, the meant dumping the auto’s soundproofing. There’s supposed to be a bit more whine but that, plus other weight-saving measures, sees a healthy 21.8kg reduction (if you throw in the new rims on the GTS).

To cope with the punchy torque peak, Toyota developed a new large-diameter clutch with a reinforced diaphragm spring.

Combined with an equally big friction area and a stronger spring, engineers are confident the transmission is tough enough for both hard track use and the urban grind.

Within the cabin, the fine attention to detail continues. To carve out enough room for gearshift throws, the centre console was subtly redesigned.

Even the gear knob’s design kept engineers awake at night, until they struck on the concept that a weight of 200 grams – no more, no less – gave just enough inertia for pleasing shifts.

You discover within just a few metres, as you slot second, that all that effort (and cash) was worth it.

Perfectly located, the short, stubby lever demands deliberate shifts but is a joy, while the clutch comes close to being perfectly weighted – neither too light, nor heavy for town use.

It’s miles more involving than the Supra auto we drove just moments earlier and mid-gear in the manual actually enhances the feeling of thrust available, as you chase the sonorous inline six to its redline.

Better still, the manual is engaging to drive at slow speed, doesn’t baulk and is smooth enough to handle slow traffic.

In Sport mode, the software-enhanced iMT rev-match can be switched off too, although it was a struggle with the pedal placement to heel and toe.

As well as the new transmission, more rigid vulcanised rubber bushing has been employed in the front and rear anti-roll bars, while the dampers have also been retuned to offer both enhanced comfort and increased body control.

Finally, the power steering has been recalibrated and some unlisted components swapped-out for better feel and precision.

On track, the revisions improve, if not transform, the 2022 Toyota GR Supra.

The steering remains precise but still lacks feel, and there’s still some unchecked body roll, but grip and sheer pace are strongpoints.

Unless you provoke, the Supra’s nose still pushes wide first, but the fast Toyota remains responsive to the throttle.

Foolishly, Toyota also let us try the cheaper Toyota GR 86 coupe on the same stretch of track that was slower but far more fun, adjustable and offers much less understeer when you’re going for a fast lap.

But back on a short, bumpy stretch of road it’s the bigger sibling that feels more of a special place to spend time.

Sure, the 8.8-inch infotainment system is small, the ride still gets busy over bumps, but the sound of the turbine-smooth inline six, the sight of the rear arches in the door mirrors and the storming pace dished up still hold considerable appeal and help distract from the lack of cabin space.

Now with the manual, the Supra dishes up levels of involvement some substantially more expensive and, supposedly, exotic cars can’t match.

With fewer than 800 examples of the fifth-gen A90 Toyota Supra sold since it landed Down Under in 2019, the new six-speeder is a niche variant of an already niche model.

Is it a better all-round sports car than a Porsche 718 Cayman? Probably not, but we’d wager the new stick-shift 2022 Toyota GR Supra will still put up a decent fight against fast GT-oriented cars like the just-launched Nissan Z.

When it arrives in Australia in the next few months, we hope Toyota’s faith, and gamble, in a manual transmission will pay off among those who petitioned the car-maker to produce one.

Our fear is that in the time it’s taken to roll out the manual Supra, many of those buyers might have gone elsewhere.

How much does the MY23 Toyota GR Supra GTS cost?
Price: $97,000 (plus on-road costs)
Available: Fourth quarter 2022
Engine: 3.0-litre six-cylinder turbo-petrol
Output: 285kW/500Nm
Transmission: Six-speed manual
Fuel: 8.7L/100km (WLTP)
CO2: 198g/km (WLTP)
Safety rating: Not tested