Toyota GR Supra

The A90 Supra, launched in 2019, has got to be the most controversial Supra ever built. And honestly? I think it's also the most capable. Built alongside BMW, sharing the platform, engine, and electronics with the Z4. Some people hate that. I get it. But the 3.0L B58 turbo inline-six is the real deal, 382 hp in post-2021 models with a 6-port exhaust manifold and revised pistons. It was auto-only with the ZF 8-speed until 2023 when Toyota finally blessed us with a manual. Thank god. The double-joint spring strut front suspension, 50:50 weight distribution, and active electronic diff give it handling way beyond what 1,550 kg would suggest. Built by Magna Steyr in Austria, same factory as the Z4. In FH6, this thing is an A-class all-rounder. The B58 is overbuilt from the factory and responds to tuning like almost nothing else in the game. Throw a few upgrades at it and it becomes a genuine S1 contender. And the 2023 manual version? Future classic, no question. Anyway.

You gotta slide this thing on purpose, not by accident. Sharp lift on corner entry, no handbrake, no clutch kick, and the rear steps out nice and progressive. Catch it with throttle, not steering. I learned this the hard way. Counter-steer too aggressively and you set up a pendulum that spits you out the other side. Instead, hold a tiny correction angle and modulate the slide with your right foot. More throttle, more angle. Less, the rear tucks back in. Smooth. FH6's tire smoke in photo mode looks spectacular from the rear three-quarter angle, so save the replay.

The Supra treats kerbs differently than most cars in A class. Low, flat kerbs are free speed, cut them aggressively on corner exit to widen the track. But sausage kerbs and raised rumble strips? Those are the enemy. The stiff chassis smacks the impact straight into the tire contact patch, momentarily unloading the suspension and sending the rear wide. On the Lake District chicane, keep two wheels off the raised inner kerb. The line is tighter but you'll exit faster and cleaner than anyone who rides it. I've tested this.

Comparison drives tell the real story. Run the Supra through Lake District back-to-back with any AWD car in the same PI band. The AWD car will feel easier, point, shoot, repeat. But check the delta. Seriously, check it. The Supra carries 5-8 km/h more mid-corner speed through every sweeper because it's not dragging a driven front axle through the turn. That advantage compounds over a lap. Through the fast esses at the top of Mountain Descent, the car flows curb to curb with a fluidity that AWD front-axle drag just kills. The tradeoff? Rain, dirt, and kerbs that an AWD car ignores require actual respect here. Choose your battles and you'll win more often than not.

Your first 100,000 CR in this thing should go to weight reduction and stuff. Max it out first, every kilo saved helps cornering, braking, and acceleration. That foundation alone transforms the car from a kinda understeery stock setup into a genuinely competitive A class build. Budget around 158,000 CR for this baseline or whatever.

Momentum build, this is my favorite. Extreme weight reduction on all stages, lightweight wheels, carbon driveshaft, and only modest power adds (ECU plus intake only). The idea? Shed mass, sharpen response, and let the improved power-to-weight ratio do the work. This build sacrifices top speed for razor-sharp direction changes and late braking. PI ends around 821. Total roughly 200,000 CR. Works insanely well on tight circuits like the Urban Street track.

Lightweight time-attack: strip everything, interior, sound deadening, even the passenger seat. Minimum weight, maximum tire, stock power. The power-to-weight and razor response make it a giant-killer on technical circuits. No joke.

Skip the engine swap unless you're building a dedicated drag car. The Racing V8 conversion adds 300+ hp but destroys the chassis balance that makes this car special. Stock motor with bolt-ons is the smart choice for circuit work. A fully maxed Supra, every upgrade, no budget limit, runs roughly 280,000-450,000 CR depending on swap choices and auction house luck.

Short-shift about 500 rpm before the limiter on corner exit. Those extra few hundred rpm aren't worth the wheelspin risk and stuff. Learned that grinding rivals mode.

Warm your tires for two full laps before pushing. FH6's tire model is aggressive, cold rubber has way less grip than optimal-temp rubber. It's not placebo.

Turn off the racing line assist once you know the track. The suggested line is conservative af, it brakes earlier and turns in later than the car's actual limit.

This car rewards smooth hands. Jerky steering inputs upset the rear fast. Think "guide" rather than "turn" and you'll go faster with way less drama and things like that.

Stay on asphalt. FH6 has plenty of dirt connectors between roads, but this car's off-road rating means you'll lose more time in the dirt than you'd save with the shortcut. Trust me on this one.

The A90 Supra was FH5's most popular tuner car and FH6 gives it a mid-cycle refresh. The suspension is sharper, the ZF8 shifts faster, and there are more visual mod options. Still the tuner platform king.