Toyota Supra

The Toyota Supra was a sports car company Toyota, which was first developed as a derivative of the Toyota Celica series (as Celica Supra ) and marketed from 1986 as a separate model. The addition Supra ( over, parent) should make the prominent position clearly.

• 4.1 Production period and Markets
• 4.2 Models & Motors
• 4.3 turbocharger 4.3.1 Introduction
• 4.3.2 System Overview
• 4.3.3 Valves & functions 4.3.3.1 Start Turbo 1
• 4.3.3.2 Start Turbo 2
• 4.3.3.3 Twin Turbo mode
• 4.3.3.4 Charge pressure control
• 4.3.3.5 Blow -off function

• 4.15.1 reviews

• 4.16.1 hybrid version in motorsport

Celica Supra XX

The first generation Supra was until 1981, first offered in 1978 as a top version of the Celica in Japan and later in the United States.

The officially Celica XX Supra model was called as a 2.0-liter four-cylinder and 92 kW ( 125 hp) and 2.5 -liter six-cylinder engine and 103 kW ( 140 hp). Other differences to the normal Celica had a longer wheelbase, a more extensive equipment and motor side light-alloy cylinder heads with dual overhead camshafts and fuel injection.

Celica Supra MA 61

The second generation was from 1982 to 1985 is still recognizable as a derivative of the Celica liftback, but was with the new 2.8-liter 6- cylinder engines 5M -GE (125 kW/170 hp) and 5M -E ( both for Europe ) a completely stand-alone drive. Further model and performance variants were offered in the U.S. and Japan. Among the specific facilities included the four internally ventilated disc brakes, power steering and limited slip differential.

Supra MA70/MA71

Toyota Supra (1986-1992)

The third generation Supra is also the first, which was no longer marketed with the suffix Celica. The final separation of the two model series was the drive concept ( the Celica was sold from 1986 with front wheel drive, the Supra was the rear-wheel drive ) and the design clear. The third supra- generation was produced from 1986 to 1992 with various changes such as the introduction of the turbo engine in the fall of 1987, a first facelift (nose, three-piece rear wing ) in August 1989 ( 1987 Saugmotorenversion was removed from the program ) and a second facelift (Toyota Emblem, 5 - star rims ) around 1991. the Toyota Supra MK3 is also known by the nickname Toyota antelope.

There was also a Targa version in this generation, which was alternatively, in part (as in Germany ) but offered in certain markets as a single body version. Was also in Japan and the United States nor a variant with sunroof ( Sun Roof ) available. There was the MA70 also a limited edition of 500 homologation called Turbo -A (7M - GTE Turbo A). This was necessary because the former Group A regulations dictated this case, a modified turbocharger and / or other modules should be used. The Turbo -A models contributed 204 kW/277 hp and were only sold in Japan.

The turbo engine had technical problems with the often defective cylinder head gasket and was therefore not very stable and reliable. The turbocharger had been mounted on the existing engine, without increasing the other components accordingly. Many owners of the turbo models had engine problems and therefore blown gaskets to engine damage due to overheating.

Motors

7M - GTE engine

• Engine: 6- cylinder in-line engine with turbocharger and two overhead camshafts
• Bore × Stroke: 83.0 × 91.0
• Cylinder Head: 24 valves
• Displacement: 2954 cm ³
• Compression ratio: 8.5:1
• Power: 175 kW ( 238 hp) at 5600/min
• Torque: 350 Nm at 3200 rpm

Transmission Manual

• 5 speed manual (turbo)
• Toyota Transmission Code: R154
• Translation: 1st gear: 3,251
• 2nd gear: 1,955
• 3rd gear: 1,310
• 4th gear: 1,000
• 5th gear: 0.753

Transmission Automatic

• 4- speed automatic transmission ( Turbo)
• Toyota gearbox code A340
• Translation: 1st gear 2.804
• 2nd gear 1.531
• 3rd gear 1.000
• 4th gear 0.705

Weights

• Empty weight: 1550 kg (manual) | 1630 kg ( automatic)
• Permissible total weight: 2070 kg
• Loading capacity 530 kg ( Manual) | 505 kg ( automatic)
• Front axle load: 1120 kg
• Rear axle load: 1120 kg
• Trailer weight braked: 1700 kg
• Trailer load unbraked: 600 kg
• Roof load: 100 kg

Body

• Concept: four-seat coupe with two doors and tailgate
• Dimensions Length: 4630 mm
• Width: 1745 mm
• Height: 1310 mm

Landing gear

Rear-wheel drive, independent suspension with double support; Rack and pinion steering with power assistance, hydraulic dual-circuit brake with brake booster, internally ventilated disc brakes front and rear, ABS.

• Wheel size front and rear: 7J x 16 "
• Tyre size: 225/ 50 R 16

Performance (turbo model)

• Maximum speed: 245 km / h

Acceleration:

• 0-60 km / h: 3.4 s
• 0-80 km / h: 5.0 s
• 0 -100km / h: 6.3 s
• 0-120 km / h: 9,5 s
• 0-140 km / h: 12.4 s
• 0-160 km / h: 16.4 s
• 0-200 km / h: 28.4 s
• 400 meters ( standing start ): 14.8 s
• 1 kilometers ( standing start ): 26.9 s
• Elasticity 60-100 km / h ( 4th gear ): 6.2 s
• Elasticity 80-120 km / h ( 5th gear ): 9.9 s

Equipment

ABS, 25% locked differential, oil cooler, headlight washer system, central locking, fog lamps and tail light, seat heating (optional), cruise control, Targa roof (with Turbo series), sun-dependent automatic climate control, power driver seat, power windows, power mirrors, adjustable steering wheel.

Supra JZA80

Toyota Supra (1993-2002)

This section covers the last date Supra version ( model code JZA80 ), which was built from 1993 to 2002.

International is this guy 'Supra MKIV " ( = the fourth generation Toyota Supra ) called.

Production period and Markets

The Toyota Supra MKIV was produced exclusively in Japan and exported to a few countries. Due to declining demand in the markets ( due in part stricter emission standards ) presented Toyota production for Europe in 1996, for the United States in 1998. The latest up to Supra ran in 2002 for the Japanese home market from the tape.

Models & Motors

The Supra MKIV existed in the body variants coupe and Targa, each with a front engine and rear wheel drive. The engines were from the 2JZ series from Toyota. GE called it the naturally aspirated, GTE turbo engines. The aluminum cylinder heads designed by Yamaha with four valves per cylinder are controlled by two overhead camshafts ( belt drive ).

In Germany, the MKIV Supra was offered only as Targa with full equipment and turbo engine. In Switzerland, in addition, the coupe version was otherwise with the same equipment. The A343E automatic transmission was available at no extra charge. Optional was the aerodynamics package with a powerful rear wing and front spoiler active.

As of 1998, the cylinder heads possessed a variable camshaft timing (VVT -i).

Turbocharger

The sequential turbocharger system of the Toyota Supra MKIV (Model Code: JZA80 ) consists of two parallel CT12B turbochargers.

Introduction

The MKIV turbo engine ( 2JZ - GTE) is charged by two turbochargers CT12B. Charging occurs sequentially. Sequential means at low speed only operates a loader; increases the speed, the second charger will switch to it.

The control of the system via sequentially the boost pressure, the mechanical actuator and the valve flap as well as doses of electrical solenoid valves ( VSV = Vacuum Switching Valve ) which are controlled by the engine control unit (ECU).

The mechanical control of the turbo system is realized by four valve flaps:

The valve flaps are operated by the push rod of the corresponding actuator can, when they are pressurized. For fine-tuning the engine ECU varies with electronically controlled solenoid valves (VSV ) the pressure on the adjusting doses, thereby affecting their function. The interaction of the control cans and solenoid valves designed so that in the event of a problem, the mechanical control electronics is largely retained, and a further movement ( possibly in the emergency mode ) is possible. Malfunction of the mechanism part can be also realized, and the ECU then activates the associated solenoid valves in accordance with on or off, so that further travel, possibly with reduced performance is possible.

System Overview

Valves & functions

• The boost pressure control unit includes the control box, which acts on the waste gate of the first turbo, and a downstream VSV (NC - normally closed). This unit regulates the total charging pressure of the system. Therefore, the second turbocharger does not have a wastegate.
• The exhaust bypass valve starts the second turbo. In addition to the boost pressure dependent effectiveness of a downstream VSV Assist ( NC). Since the associated VSV is arranged downstream of the control box, a forced operation of the control box is also provided in case of failure of the VSV.
• The exhaust control valve switches the second turbocharger parallel. Here, the VSV (NC ) before the control box is placed, which (detected a cable break or the ECU erroneous sensor data ) Problems ensures that the second turbine is not connected.
• The intake air control valve as the exhaust control valve supplied with the same pressure line and works simultaneously on this. Enabled, it connects the pressure side of turbo No. 2 with the turbo No. 1 Again, the VSV arranged upstream to prevent connection of the charger when it detects a malfunction.
• The accumulator buffers boost pressure in order to continue to provide short-term while off the gas control pressure for the following valves. Thus an abrupt closing and opening of these valves is avoided, spared the mechanics of the second turbos and ensures a rapid recovery response this loader.

Start Turbo 1

At low engine speed, the engine ECU of the VSV exhaust control valve of the second turbo keeps closed. All exhaust gases from the six-cylinder (red) are performed solely for Turbo No. 1, which provides for early and rapid response this loader. The pressure buildup is thereby controlled by the downstream VSV (via ECU) and corrected if necessary.

Start Turbo 2

So that the second turbocharger is not taken "cold" to full power to the pre-existing system pressure (which would be harmful to the mechanics of the loader ), first opens when the engine speed increases, the exhaust gas bypass valve. Thus, a part of the current amount of exhaust gas through the second loader, causing it to be smoothly accelerated.

In the initial phase of turbo boost pressure No. 2 which is first a reed valve the intake fed ( blue; below intake air control valve ).

Twin turbo mode

At a higher speed to exhaust control valve and intake air control valve open, so Turbo 1 and Turbo # 2 can compress the intake air together. The turbos are now running in parallel.

System view at full throttle:

Charge pressure control

The bypass valve ( waste gate ) of turbo # 1 controls the overall loading pressure. The valve is controlled primarily by the associated load pressure responsive actuator can. However, the secondary regulation by the downstream VSV (yellow) influences the effect of the manipulated box in the sense that the standard boost pressure programmed system as a whole can not rise higher than about 0.7-0.8 bar.

Blow -off function

During power-off closes the throttle valve. The resulting negative pressure in the suction chamber opens on a vacuum line (orange) a recirculation valve ( Blow -off Valve ), which directs the compressed air back into the intake before the turbo (blue).

Gearbox / differential

Depending on the engine different Getriebe-/Differentialvarianten were used:

• Single dry and 6 -speed manual ( Getrag V160/V161 )
• Single dry and 5 -speed manual ( W58 )
• Torque converter with lock-up clutch and four - speed automatic with overdrive ( Aisin A340/A340E/A343E ) - [E = electronically controlled ]

Turbo models equipped Toyota standard with a limited slip differential for the Torsen ® system and a ( turn-off via a button) electronic traction control (TRC ) from.

Ratios gearbox / differential

Chassis and Brakes

Standard brought the MKIV his performance on 255/40er-Hinterräder in 17-inch format on the road (front 235/45er ). Independent suspension, each with upper and lower wishbones at the front axle, and a wishbone top and a double wishbones at the rear axle ensured in conjunction with stabilizers and gas -filled shock absorbers for excellent road holding. Naturally aspirated and turbocharged models for the Japanese market were equipped with 16-inch rims.

On the front axle delayed 4- piston fixed caliper brakes ( rear 2 pistons), who worked on each internally ventilated brake discs. An additional transverse acceleration sensor supported the electronically controlled 4-sensor Anti -lock Braking System (ABS), to allow for faster cornering and better higher dosed delays. Naturally aspirated and turbocharged models for the Japanese market had a 3 -channel ABS and weaker dimensioned brakes on the front axle.

Traction control

The traction control (TRC ) realized in collaboration with the ABS, if a wheel had no more road grip. To remedy any slippage problems that ABS reduced in this case, the power of this wheel. At the same time attacked the TRC one in the engine management to adjust the ignition timing and to activate an electronically controlled secondary throttle to reduce engine torque. Models with naturally aspirated engine had no TRC.

Rear wing spoiler & Active

The rear wing of the MKIV took over important functions to stabilize the vehicle at high speeds and guaranteed appropriate downforce on the rear axle. For the launch in 1993, the aerodynamics package in Switzerland was still banned. Thus, the first Swiss MKIV were delivered without rear spoiler and the active front spoiler decommissioned.

The active front spoiler went from 90 km / h from automatically from 70 km / h back to its original position below the front bumper. The spoiler could also be operated manually by the driver from the cockpit. For models without a rear spoiler (see Switzerland ) had the active front spoiler to be shut down, since both components were coordinated.

Air inlets

Directly behind the front central inlet were the water cooler ( AT models, the combined Wasser-/Getriebeölkühler ), and the cooler the air conditioning and power steering. The two lateral inlets introduced air to the brakes. The right inlet (viewed from driver's seat ) was used in addition to the flow of the charge air cooler, behind the left there was a second transmission oil cooler (EU models). The scoop on the hood lowered the temperature on the exhaust manifold. Behind the doors there were more openings for cooling the rear brakes. In the right rear channel, there was also a cooler for the differential.

The scoop on the hood as well as transmission and differential oil coolers were only available for Europe specifications. Compared to countries with a speed limit should the aggregates due to possible long-term stress with higher average speed (especially in Germany ) more cooling can be supplied.

Facts, Dimensions and Weights

(*) Automatic Values ​​in parentheses (** ) At 250 km / h ( Japan 180 km / h ) limited an electronic seal off the top speed.

Body and Safety

For hood, roof and suspension components and brakes, aluminum was used. Only 36% of the construction consisting of high-strength steel. All other steel sheets were made of " galvannealed Steel ," which should provide a nearly perfect protection against rust. The tank (capacity 80 liters) consisted of very light polyethylene material. Due to additional reinforcements the body of the Targas was slightly heavier than the coupe.

The Supra MKIV was fitted over the entire production period with driver and passenger airbags as well as side impact protection in the doors; In addition to the alarm an immobilizer was standard (at least in Germany and Switzerland ). In Japan, there was also a reduced configuration option without a passenger airbag.

Equipment / Interior

Amenities Germany and Switzerland: leather, automatic climate control, heated seats, height adjustable steering wheel, electronically controlled power steering, RDS radio with CD player and six speakers, power windows, electric and heated mirrors, fog lights, rear fog lights, central locking, ABS, cruise control, traction control, airbags for driver and front passenger, Anti-theft alarm with immobilizer, Targa roof (optional). In other markets, there was also reduced trim levels.

Interior: in the passenger area dominated by black leather, the driver's seat was electrically adjustable. The height-adjustable steering wheel and shift knob of were also covered with black leather. In Switzerland, there were optional beige leather interior, in other markets (U.S., UK, Japan, etc. ) in addition to leather and cloth interior. The dashboard and the door panels were made of black plastic. The cockpit was positioned extremely half around the driver's seat around and all controls were in optimum range of the pilot. The speedometer unit equipped Toyota with classic round dials. As with sports car usual, was enthroned in the center of the tachometer, flanked by fuel and temperature gauges on the left and the speedometer on the right.

Colors

Factory price

The then new price was ( a price increase of over 50 % to the previous model ) approximately 110,000 DM. Despite the relatively high price and the unusual for that time sensations optics found in Germany about 500 copies of this sports car a buyer. Worldwide, Toyota sold about 45,000 vehicles of this type; However, some with other equipment and without turbocharging.

Registration statistics

Currently there are just over 200 vehicles of this type approved in Germany.

Approved Supra MKIV in Germany according Kraftfahrtbundesamt (KBA ):

Press

For the launch in 1993 among all was the look of the MKIV talking. In addition to the brachial a seemingly rear wing shaped various air inlets the body. Not all critics realized that here was followed by the form of the function. Thus, the car - engine sports (AMS ) wrote on 3 December 1993 in Issue 25: " The only reason was also the opinion allows the Supra is a stylistic derailment. The attached scoop on the hood and - far worse - the giant wing on the rear include intrusive accents that are light years away from the simple elegance of a Porsche or Ferrari. "

Reviews

The MKIV has been extensively tested by domestic and foreign motor magazines and compared with the competition in its segment. Individual tests as well as in comparing the Supra convinced

• Excellent braking power ( 1st place in the AMS test: 100 km / h to 0 in 35.7 meters braking distance was to be nine feet shorter than that of a competitor )
• The high achievable circuit speed ( 1st place in the AMS test: 106 km / h on the 190 -meter circular path )
• Very good elasticity values ​​( 1st place in the AMS test: In three comparisons with different conditions was the only competitors the Dodge Viper once par The remaining comparisons in other courses and speeds of the Supra decided again clearly for itself.. )
• Only in the case of acceleration from 0 to 100 km / h in this AMS test the MKIV was a disadvantage compared to the partially up to 280 kg lighter competitors (including rear engine ). Even with the top speed had to fit the Supra because it was governed, in contrast to its competitors at 250 km / h electronically.

But not only in Germany and in technical comparison test, the Supra had proven. Also in the price -performance ratio, he was opposed to direct competition with his time forward. Finally, it cost 110,000 DM only about half of a comparable Ferraris. Used as the MKIV today costs (2010) about as much as his former rival same age. Very well preserved MKIV with low kilometers mileage are now trading near the former factory price. Thus comes to the technical qualities also value stability.

Motorsport

In Japan racing versions of the Supra MKIV were still used until 2005 in the Super GT Championship ( GT500 class ); one of the vehicles won the championship last year of service.

Hybrid version in motorsport

A factory- inserted Toyota Supra HV-R (hybrid ) based on the Japanese Super GT series model, was the first hybrid vehicle in the world, won a race. At the 24 - hour race at Tokachi (Japan) in July 2007, the car was in addition to a 150 - kW electric motor in the rear two small 10 - kW electric motors in the front wheels. Held in an accumulator the energy is stored in a high-performance capacitor. However, the main engine was Toyota's 4.5 - liter V8 engine ( 3UZ -FE ) with about 475 hp and 510 Nm.

Film and TV

Surprisingly great popularity overtook the Supra MKIV in 2001, when he The Fast and the Furious a "major role " played in U.S. action film. There are now some internet portals devoted exclusively to the MKIV Supra.