Toyota created the Celica Supra after receiving requests from North American dealerships to offer a competitor to the very popular Datsun 280Z.

[9] Six exterior body colours were offered, while cloth upholstery patterns were specific to the trim package in burgundy, brown or dark blue.

[6][12] The installation of the larger engine did obligate Japanese buyers to pay a higher annual road tax, making owning the car more expensive than the smaller Celica.

Some other features were the tilt steering wheel, deep zippered pockets on the backs of the front seats, and a tonneau cover under the liftback.

Still based on the Celica platform, there were several key differences, most notably the design of the front end and fully retractable pop-up headlights.

In the home market, cars fitted with the 5M engine were slightly wider, while the 2-litre models remained compliant with the Japanese width regulations, staying under 1,700 mm (66.9 in).

The trip computer could calculate and display various things such as fuel economy in miles-per-gallon, estimated time of arrival (ETA), and distance remaining to destination.

The Celica Supra's four-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front.

Some options included the addition of a sunroof, two-tone paint schemes, and a five-speaker AM/FM/MPX tuner with a cassette player (Fujitsu Ten Limited).

There was a key lock on the gas tank door (in lieu of a remote release) and the hatch and rear bumper were black regardless of exterior colour on the rest of the car.

All B-pillar and nose badges for cars sold in North America read "Celica Supra" and only the P-type was available in two-tone colour schemes.

Toyota added a standard factory theft deterrent system and the outside mirrors were equipped with a defogger that activated with the rear defroster.

During the first half of 1986 the 1985 P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brake light on the hatch.

In 1986, options available for the Supra included a 3-channel ABS and TEMS which gave the driver two settings which affected the damper rates; a third was automatically activated at wide open throttle, hard braking, and high speed maneuvering.

The sports package, which was standard on the Turbo and optional on the base model, included a limited-slip differential (LSD), TEMS, and headlamp washers.

1989 also marked the end of headlight washers in the US and SuperMonitor; an advanced system offered by Toyota able to calculate miles able to be traveled on current tank, ability to check vehicle codes from inside the cabin, among other features.

The Turbo-A was Toyota's evolution model for the Group A touring car series that required a minimum homologation run of 500 units.

The Group-A MA70 Supra had varying degrees of success in various fields such as Rally and 24HR, but is most known for its participation in the Japanese Touring Car Championship (JTCC).

With DNF's becoming a regular upset owing to the lack of power and heavy weight of the Supra, it began to strike doubt in the car's capability of success in the (ATCC) which suffered increasingly due to constant rules and regulation changes issuing a red-faced outcome against its main rivals like the Ford Sierra Cosworth RS500, Nissan Skyline HR31 GTS-R and the BMW M3 (E30) which were lighter, more powerful and had more development behind them.

Hopes would further diminish for Toyota in the top division by the introduction of the domineering Nissan Skyline GT-R (R32) in the (JTCC) in 1989 and the Australian Touring Car Championship (ATCC) in 1990.

A few out of many special developed parts that were fitted to the various Group-A race cars happen to include a cast magnesium nine litre oil pan with matching high flow oil pump, 288 camshafts with 10.88mm lift, Hollinger close proportion 5-speed gear-set in the R154 case, Harrop 4 piston brake calipers with 15.5-inch (393 mm) rotors, and TRD-sourced torque-vectoring mechanical limited-slip differential with 50:50 left:right lockup on full throttle.

Again using subframe, suspension, and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), pre-production of the test models started in December 1992 with 20 units made,[33] and official mass production began in April 1993.

For the export model (American/European markets) Toyota upgraded the Supra turbo's engine (by installing smaller, steel wheeled turbochargers and bigger fuel injectors, etc.).

At 3,500 rpm, some of the exhaust gases are routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point.

This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

Aluminium was used for the bonnet, targa top (when fitted), front crossmember, oil and transmission pans, and forged upper suspension A-arms.

Despite having more features such as dual airbags, traction control, larger brakes, wheels, tyres, and an additional turbocharger, the car was at least 91 kg (200 lb) lighter than its predecessor.

Only 35 examples of these were ever produced, each of which came with its own specially numbered VIN plate that officially re-classified the car as a TRD3000GT rather than a Toyota Supra.

[clarification needed] In 1997, for the 1998 model year, updates were a 3-spoke steering wheel, a redesigned radio, and VVT-i on the naturally aspirated engine.

[47] The fifth-generation Toyota Supra was launched in total seven colour options including CU Later Gray, Stratosphere, Burnout, Absolute Zero, Nocturnal, Renaissance 2.0, and Nitro Yellow.