Free tools Windows power users keep installed
One-click scans. No signup required.
The fourth-generation Toyota Supra, known by its chassis code A80 and commonly called the MK4, is one of the most recognizable Japanese performance cars ever built. Its reputation comes from the 2JZ-GTE engine, rear-wheel-drive chassis, available Getrag six-speed manual, and huge aftermarket. But not every MK4 is a twin-turbo six-speed, and not every expensive example is a good one.
The important distinctions are the market, engine, transmission, originality, rust condition, accident history, and quality of modifications. This guide covers the A80’s specifications, equipment, model differences, inspection points, and realistic used prices.
| # | Preview | Product | Price | |
|---|---|---|---|---|
| 1 |
|
Autoguru Manual Shift Boot Synthetic Leather Black Compatible with Toyota Supra MK3 86-92 | $30.99 | Buy on Amazon |
As an Amazon Associate I earn from qualifying purchases.
What is the Toyota Supra MK4?
The MK4 is the fourth-generation Supra, internally designated A80. Toyota introduced it in Japan in May 1993. In the United States, it was sold for the 1993 through 1998 model years; Japanese production continued until August 2002.
What’s actually slowing this PC down?
Pick the symptom - the matching free tool is one click away.
It is a front-engine, rear-wheel-drive, two-door hatchback coupe with 2+2 seating. The rear seats are small, but the hatch area makes the Supra more practical than its sports-coupe shape suggests. Depending on specification, the A80 was available with a naturally aspirated engine or a twin-turbocharged engine, a five-speed or six-speed manual transmission, and a four-speed automatic.
#1 Best Overall
- No Hardware is Included. Only The Leather Part is Included. This is a generic, third-party replacement part, not an original OEM product.
Market differences matter. A U.S.-market Turbo is not identical to a Japanese-market RZ, and a Japanese SZ is not simply a right-hand-drive version of a U.S. naturally aspirated car. Engine ratings, emissions equipment, trim names, safety equipment, transmissions, and curb weights vary.
Engine options: 2JZ-GE versus 2JZ-GTE
2JZ-GE naturally aspirated engine
The 2JZ-GE is the naturally aspirated 3.0-liter inline-six. U.S.-market versions were advertised at approximately 220 hp and 209–210 lb-ft of torque. Toyota’s Japanese specifications list the engine at 225 PS.
It is a smooth, durable engine, but it is not factory-equivalent to the turbocharged 2JZ-GTE. A turbo conversion involves much more than fitting turbochargers. Fuel delivery, engine management, exhaust, intercooling, cooling, oiling, drivetrain capacity, and internal components all need to be assessed. A naturally aspirated car converted to turbo should be described as a conversion, not as a factory Turbo.
2JZ-GTE twin-turbo engine
The 2JZ-GTE is a 2,997-cc DOHC, 24-valve inline-six. The A80 factory system uses sequential twin turbochargers, not two identical turbochargers operating in a simple parallel arrangement.
The U.S.-market Turbo was rated at 320 hp and 315 lb-ft of torque. Japanese-market versions were officially rated at 280 PS and 44.0 kg-m of torque at 3,600 rpm. PS and horsepower are different measurement units, and the markets also used different specifications and emissions equipment, so those numbers should not be compared as though they came from one standardized test.
The 2JZ-GTE is strong and has excellent aftermarket support, but “indestructible” is not an inspection result. A neglected 30-year-old engine can have oil leaks, cooling-system corrosion, deteriorated vacuum hoses, fuel-system faults, turbo wear, wiring problems, detonation damage, or a history of excessive boost.
Key Toyota Supra MK4 specifications
| Specification | U.S. naturally aspirated | U.S. Turbo | Japanese-market examples |
|---|---|---|---|
| Engine | 2JZ-GE, 3.0-liter inline-six | 2JZ-GTE, 3.0-liter sequential twin-turbo inline-six | 2JZ-GE or 2JZ-GTE |
| Advertised output | 220 hp, about 210 lb-ft | 320 hp, 315 lb-ft | 225 PS or 280 PS |
| Drive layout | Front engine, rear-wheel drive | ||
| Manual transmission | Five-speed | Six-speed Getrag V160/V161 | Five-speed or six-speed, depending on trim |
| Automatic transmission | Four-speed | Four-speed electronically controlled automatic with manual-shift function | Four-speed automatic, depending on trim |
| Body style | Two-door hatchback coupe, 2+2 seating | ||
Toyota’s Japanese specifications give a representative A80 dimension of 4,520 mm long, 1,810 mm wide, 1,275 mm high, with a 2,550-mm wheelbase. Curb weight varied considerably, from approximately 1,410 kg for an SZ to about 1,540 kg for a GZ twin-turbo automatic.
Recommended Free Tools
Transmission choices
Five-speed manual
The five-speed manual was used with naturally aspirated cars and some non-U.S. variants. It is a legitimate factory transmission, but it is not the same as the highly sought-after Turbo six-speed.
Getrag six-speed manual
The Turbo’s six-speed manual was the Getrag V160 or V161, depending on application. It is a major reason six-speed cars command a premium. However, do not assume every U.S. Turbo has one: automatic Turbo cars were factory-built, and Toyota’s U.S. history also records a one-year six-speed hiatus for 1996.
Four-speed automatic
The four-speed automatic was available with naturally aspirated and Turbo engines. Turbo applications included Toyota’s electronically controlled manual-shift function. An automatic Turbo is still a genuine factory Turbo, not a lesser or converted model.
Chassis, suspension, brakes, and factory equipment
The A80 uses four-wheel independent suspension with a double-wishbone layout. Toyota highlighted aluminum suspension components, Bilstein shock absorbers on the Japanese RZ grade, and a high-capacity brake master cylinder. Turbo models also used larger, staggered tire specifications.
- Front-engine, rear-wheel-drive layout
- Four-wheel disc brakes
- Four-channel ABS
- Electronic traction control on applicable Turbo models
- Power steering and power windows
- Optional removable Sport Roof/targa panel
- Optional rear spoiler
- Front and passenger-side airbags on applicable markets
- Hatchback cargo area
- 2+2 seating
The large rear spoiler had a functional purpose: Toyota designed it to create downforce without blocking rear visibility. Some Japanese-market cars were also available with a retractable front spoiler that lowered above approximately 90 km/h and retracted below approximately 70 km/h when automatic operation was selected.
Equipment is not interchangeable across markets. A Japanese RZ, Japanese SZ-R, U.S. Base, and U.S. Turbo may have different suspension, brakes, interior, safety, and aerodynamic equipment.
Model-year and market differences
| Period | What to know |
|---|---|
| 1993 | The A80 launched in the United States. U.S. Turbo models used the 320-hp 2JZ-GTE specification. |
| 1994–1996 | Core mechanical features remained familiar, while equipment, emissions details, trim, colors, and availability varied. Verify the transmission, especially on a claimed 1996 six-speed. |
| 1997 | Exterior and interior details were revised, including front-end changes. Many surviving cars now have replacement bumpers, headlights, wheels, spoilers, or body kits. |
| 1998 | The final U.S. model year. Emissions regulations contributed to the Supra leaving the U.S. market. |
| Through 2002 | Japanese-market A80 production continued until August 2002. |
Japanese-market cars became increasingly common imports as they crossed the U.S. federal 25-year threshold. That threshold is calculated from the vehicle’s manufacture date, not simply the model year. Import eligibility does not automatically guarantee state registration, emissions compliance, inspection approval, or insurance acceptance.
What to inspect before buying an A80 Supra
A pre-purchase inspection by a specialist familiar with modified Japanese performance cars is money well spent. The Supra’s reputation and current prices make it particularly easy to overpay for a car with hidden problems.
Crashes, No Sound, or Screen Glitches?
Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minutePC Slower Than It Used to Be?
A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 111. Confirm the car’s identity
- Match the VIN or chassis number to the title, import documents, registration, and vehicle.
- Confirm whether it is a factory Turbo or a naturally aspirated chassis converted to turbo.
- Verify the engine type and engine number where possible.
- Identify the transmission rather than trusting the seller’s description.
- Check left-hand-drive or right-hand-drive configuration and import history.
- Confirm factory Sport Roof equipment, spoiler, wheels, seats, steering wheel, and interior panels if originality matters.
“Turbo” badges and bodywork are not proof. A naturally aspirated car may have a 2JZ-GTE swap, turbo conversion, or Turbo-look exterior.
2. Check for rust and structural repairs
Inspect the rocker panels, floor, hatch area, spare-tire well, subframes, suspension pickup points, windshield surrounds, roof opening, and underside. Look for uneven panel gaps, fresh undercoating, welds, ripples, overspray, and mismatched paint. A glossy exterior can hide collision repairs or corrosion.
3. Evaluate the engine and cooling system
- Oil leaks at the cam seals, front main seal, rear main seal, valve covers, and oil pan
- Radiator, hoses, water pump, thermostat, and cooling-system corrosion
- Evidence of overheating or head-gasket trouble
- Timing-belt replacement records
- Turbocharger shaft play, smoke, or oil contamination
- Unstable idle, fuel-trim problems, or hard starting
- Modified wiring, aftermarket engine management, or questionable electrical work
- Signs of detonation, excessive boost, or poor calibration
Request a compression test and, where appropriate, a leak-down test. A documented timing-belt and water-pump service is more valuable than a seller’s assurance that the 2JZ is reliable.
4. Inspect the sequential turbo system
The factory sequential system depends on control valves, actuators, vacuum lines, intercooler plumbing, and correct engine management. Boost leaks, damaged vacuum lines, failed actuators, or previous modifications can cause delayed boost, an abnormal transition between turbo stages, or inconsistent power.
A single-turbo car is not automatically bad, but it is not factory-original. Ask for the turbocharger specification, fuel-system parts, ECU, boost-control setup, dyno sheet, and tuning records.
5. Test the transmission, differential, and driveline
- Gear crunching, especially during quick shifts
- Clutch slip, heavy pedal effort, or hydraulic leaks
- Automatic-transmission flare, delayed engagement, or harsh shifts
- Differential whine or clunks
- Driveshaft vibration
- Worn differential mounts
Separate a factory six-speed from a five-speed conversion or aftermarket sequential transmission in the purchase description and valuation.
6. Investigate modifications
Many A80s have been raced, crashed, heavily tuned, or repeatedly resold. Request receipts, dyno results, tuning files, compression or leak-down numbers, and installation details for the engine, injectors, fuel pump, turbocharger, intercooler, exhaust, clutch, differential, brakes, suspension, ECU, and wiring.
“Unmodified” should include the ECU, injectors, boost control, intercooler, exhaust, wheels, suspension, and wiring—not just an original-looking engine bay.
The Tool Desk
Outbyte Driver Updater FREEScan for outdated or missing drivers - takes under a minuteDriver Scan →Outbyte PC Repair FREEClear out junk files and repair common Windows errorsFree Scan →Toyota Supra MK4 used prices in 2026
There is no single MK4 price. Factory Turbo status, transmission, market, mileage, condition, originality, title history, rust, and documentation can move the value by tens of thousands of dollars.
| A80 category | CLASSIC.COM market benchmark |
|---|---|
| U.S.-style Base Model, 1993–1998 | $62,522 |
| U.S.-style Twin Turbo, 1993–1998 | $98,150 |
| Japanese RZ/GZ, 1993–2002 | $50,255 |
| Japanese SZ/SZ-R, 1993–2002 | $37,943 |
These CLASSIC.COM figures are benchmarks, not guaranteed selling prices. Its A80 page showed only 22 cars for sale across the listed categories when crawled, with small numbers in several submarkets. A few unusually original, low-mileage, or modified examples can therefore shift the apparent market quickly.
Hagerty’s July 2026 valuation page listed approximately $69,650 for a 1994 naturally aspirated MK IV in good condition with average specification, and approximately $57,300 for its condition-3 coupe valuation. Selected 2026 auction results shown on that page ranged from about $60,375 to $107,100.
Recent Bring a Trailer results demonstrate the spread:
Quick wins for a faster PC:
Clear out junk files and repair common Windows errorsFree Scan →Fix the driver behind crashes, sound loss and screen glitchesFind Drivers →Repair Windows errors before they cause bigger problemsFix Now →| Example | Reported result |
|---|---|
| 1993 naturally aspirated automatic, 69,000 miles | $66,000 |
| 1993 Turbo six-speed, one-owner example | $97,000 |
| 1993 Turbo six-speed, 33,000 miles | $126,726 |
| 1996 Turbo six-speed | $73,333 |
| 1996 Japanese RZ-S Turbo six-speed | $60,000 |
| 1994 modified Turbo six-speed | $74,000 |
Auction results are not universal retail prices. A modified car can outperform a stock car when the parts and tuning are desirable and fully documented. Undocumented swaps, accident history, poor calibration, title problems, and low-quality cosmetic work generally reduce buyer confidence.
Common MK4 Supra claims that need correction
| Claim | Reality |
|---|---|
| Every MK4 is twin-turbo | False. Naturally aspirated 2JZ-GE cars were factory-built in several markets. |
| Every MK4 makes 320 hp | False. That figure applies to the U.S.-market Turbo specification. |
| Every Turbo has a six-speed | False. Factory automatic Turbo cars exist, and transmission availability varied by market and year. |
| All A80 production ended in 1998 | False. U.S. sales ended after 1998, while Japanese production continued until August 2002. |
| A Japanese 280-PS car is merely a detuned U.S. 320-hp car | Incomplete. Market specifications, ratings, emissions equipment, and components differed. |
| A stock-internals 2JZ-GTE reliably makes 1,000 hp | Not a safe buying assumption. Fuel, tuning, boost, engine condition, supporting systems, and use determine reliability. |
| A 25-year-old import is legal everywhere in the U.S. | False. Federal import rules do not remove state title, registration, emissions, inspection, or insurance requirements. |
Which MK4 Supra should you buy?
For the strongest combination of collectability, usability, and resale demand, look for a rust-free and structurally original car with:
- Verifiable factory specification
- Clean title and import history
- A professional pre-purchase inspection
- Compression or leak-down results
- Timing-belt and cooling-system service records
- Minimal or fully documented modifications
- Original or high-quality replacement body and interior parts
- A clear record of engine, transmission, turbo, ECU, and fuel-system changes
A naturally aspirated automatic can be a more affordable way into A80 ownership, while a genuine Turbo six-speed offers the strongest collector demand. Neither is automatically the better purchase: a documented, healthy, well-maintained car is preferable to an expensive example with a famous badge and an unknown history. Toyota’s GR Heritage Parts program also continues to list selected A80 replacement and reproduction parts, although availability and pricing can change.
FAQ
Is every Toyota Supra MK4 twin-turbo?
No. The A80 was sold with the naturally aspirated 2JZ-GE as well as the twin-turbo 2JZ-GTE. Naturally aspirated cars were offered in the U.S. and Japan, among other markets.
How much does a Toyota Supra MK4 cost in 2026?
Reported benchmarks vary from about $37,943 for Japanese SZ/SZ-R cars to $98,150 for U.S.-style Twin Turbo cars. Actual prices depend heavily on condition, mileage, transmission, originality, documentation, and modifications.
How can I tell if an MK4 is a factory Turbo?
Verify the VIN or chassis documentation, engine type, transmission, factory equipment, and import history. Do not rely on Turbo badges, spoilers, or photographs because naturally aspirated cars are often converted or given Turbo-style bodywork.
Are Japanese-market MK4 Supras legal to import into the United States?
A nonconforming vehicle can generally be permanently imported once it is at least 25 years old based on its manufacture date, but federal eligibility is separate from state registration, emissions, inspection, title, and insurance requirements.
The Bottom Line
The Toyota Supra MK4 remains desirable because its A80 chassis, 2JZ engines, rear-wheel-drive layout, and aftermarket support deliver a rare mix of performance and tuning potential. The market now prices provenance as heavily as horsepower. Verify the factory specification, inspect the structure and cooling system, document every modification, and buy the healthiest car—not simply the one with the biggest turbo or highest asking price.
Do these 3 things before closing this tab:
1Repair Windows errors before they cause bigger problems2Fix the driver behind crashes, sound loss and screen glitches3Clear out junk files and repair common Windows errorsQuick Recap
Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on Amazon at the time of purchase will apply.
