When the Supra nameplate resurfaced in 2019, it didn’t roll in without baggage. There were some big, skeptical question marks hanging overhead. Could a Toyota infused with BMW DNA (remember, it was co-developed by the Japanese and the Germans) live up to the MkIV legend? Would it carve out its own identity, or just feel like a Z4 in cosplay? And perhaps the biggest one: would it actually deliver the kind of performance worthy of reviving an icon, or simply trade on nostalgia?In the years since, it’s carved its own path in history. While it might not have the cult-like status of the MkIV, it’s loved by many. The styling has held up pretty well. It drives well and offers an engaging option in the constantly diminishing sports car segment. But at the same time, it’s nearing the end of the road. Toyota will end production of the Supra in the spring of 2026. Before it does that, it’s released a Supra Final Edition, which signifies the end of MkV production, but does so with more than a few aesthetic changes. In fact, it gets sharper tuning, better brakes, and a handful of motorsport-inspired upgrades that are the result of things Toyota learned throughout the years it’s been making the A90-gen Supra.To find out whether these upgrades make it truly better, we tested it where few owners will: the race track, and specifically, the Sonoma Raceway on the West Coast. Thus, it’s time for a final verdict on the Final Edition. Looks That Still Split the RoomToyota has managed to stay largely restrained in its styling choices for the Final Edition. A gloss-finished carbon fiber ducktail spoiler, carbon mirror caps, and new 19-inch matte black wheels are unique to this versionr. Options include GT4-style graphics and other exclusive matte finishes like Burnout white and Undercover black. That being said, the exterior design remains controversial. When we reviewed the Supra MT years ago, it was the one point that split opinion more than any other in our comments section. Little has changed since then, and that’s probably for the best. This is, after all, a car design somewhat restrained by its underpinnings. Even so, it’s unquestionably a Supra from near and far. Those who don’t love the styling probably still appreciate bits and pieces. The front stays true to the FT-1 concept that originally debuted in 2014 in the Gran Turismo 6 video game. Read: Toyota’s Rally-Bred GR Corolla Just Got Even Better For 2026Back then, everyone lusted after it, but few had hopes it would actually end up on public roads. Over a decade later, it’s still an attractive and unique car. That classic Supra badge doesn’t hurt either. A Small Cabin With Big Ego Much like the MkIV Supra, its successor features a heavily driver-focused cockpit. From an ergonomics standpoint, it’s great. The car seems wrapped around you, the steering wheel feels good in the hand and the gauge cluster and infotainment system are easy to see, which means it’s a breeze to pick up important info at a quick glance. The gear selector is well-placed and avoids awkward interactions with other parts, like the climate controls or cupholders. There is one annoying bit when you’re at the driver’s seat, but probably just for tall folks. At 6’6, I have exactly zero visibility to my left or right unless it’s something right next to me or via the mirrors. The roofline simply rolls down so far that my eye line is above it. That said, forward visibility is what matters most, and even for me, it’s quite good. Placing the Supra is easy thanks to great visual queues on the hood. The Final Edition adds Alcantara-trimmed leather sport seats embroidered with the GR logo, red seatbelts, and red contrast stitching to emphasize its motorsports ties. An 8.8-inch infotainment system incorporates Android and Apple connectivity along with 12 JBL speakers. It’s snappy and, dare we say, more engaging and fun to use than the fully Toyota-built infotainment systems we dealt with in the other cars we drove at Sonoma. If there’s anything to gripe about, it’s the lack of adjustability in the seats. Sure, this is a tight cabin, so only so much is possible, but we’d like more flexibility here. Powertrain Déjà Vu If there’s something we’d improve in the Final Edition, it’s the BMW-sourced powertrain. Unchanged from every other trim of the Supra, the 3.0-liter inline-six under the hood makes 382 hp (285 kW) and 368 lb-ft (499 Nm) of torque. It sends that power to the rear wheels only via a six-speed manual or eight-speed automatic gearbox. One would think that an engine tune would eke out a few extra ponies to mark this special edition. The aftermarket has proven the platform is capable of handling the power, too. In fact, in other markets, Toyota itself sells this same car with up to 429 horsepower (319 kW) and 420 lb-ft (568 Nm) of torque. Alas, it has refrained from doing so.More: How Toyota Plans To Keep The GR Celica And Supra From OverlappingThat all said, it’s not as if the Supra is slow or weak on its own merits. Toyota says it’ll rocket from 0-60 mph (0-96 km/h) in 3.9 seconds when equipped with the automatic gearbox. Those who get the stick shift can expect that same sprint to take 4.2 seconds. The automatic should get up to 23 mpg in the city, 31 mpg on the highway, and 26 combined. The manual will do a little worse, but we didn’t have the chance to test fuel consumption anyway. While the straight-six and sprint specs are unchanged from previous model years, there’s still a lot of new equipment that enables this Supra to drive like none before it. Toyota revised the suspension geometry, further optimized steering tuning, and installed larger Brembo brakes to handle longer stints on a circuit without fade.Drive Impressions Having driven the Supra with the same engine and gearbox in the past, I was eager to see just how different this updated Final Edition would feel. In short, it’s excellent. The first time I piloted this car on track was in Utah behind the wheel of one of the first three-pedal manually-equipped units. There, on a track that is almost entirely flat, the car felt good, but the best word to describe it was ‘raw.’ This Final Edition is more refined, more approachable, and feels more balanced. No doubt, subtle tweaks like stiffer bushings, stronger control arms, and retuned shocks have something to do with that. Not everything is different, though. Just like in Utah, this car is still intimidating at times. The weight distribution is excellent, but building speed lap after lap is key. Push it too fast, too soon, and it’s easy to unsettle this nimble little sports car. Thankfully, the brakes and steering make controlling it a breeze in all but the most reckless situations. Over several laps, the brakes never seemed to fade and the Michelin Pilot Super Sport tires didn’t struggle either. The gearboxes are both good. The eight-speed, ZF-sourced automatic is smooth and quite good at picking the right gear for each corner. Those who prefer to have a bit more control can use manual mode, which is outstanding. As non-dual-clutch automatics go, this is basically as good as it gets. The six-speed manual is a touch slower in practice but more engaging and enjoyable. The gates are easy to find and provide excellent feedback. Barrelling into the next-to-last corner was easier than in the GR Corolla or GR86 despite the fact that I was traveling at about 10 mph faster. The Supra is simply better at body control and communicating what’s happening at the contact patch. While restraint is key thanks to its strong power figures and rear-wheel drive layout, it’s also wildly rewarding when you get it right. On the street, the Supra is excellent at dialing back the racing character and behaving in a more civilized manner. While it rides stiffer than most other cars on the road, it’s still composed and comfortable enough to drive daily. CompetitionEven in its final year, the GR Supra can’t escape comparison to the BMW Z4 M40i, and that’s for good reason. Despite incremental changes and upgrades over the years, the two cars still share so much. At the same time, it’s dramatically more expensive than the base model ($57,500) when fitted with the same 3.0-liter engine. On top of that, those who prefer the manual gearbox will need to drop an additional $3,500 for the Z4, which pushes the price up and over $70,000. Those willing to spend that kind of cash really need to cross-shop cars like the Chevrolet Corvette and Porsche 718 Cayman. Both are highly engaging, start right around $70,000-$75,000, and offer more refined performance. By comparison, the Supra Final Edition starts at $68,550. On the opposite side of the spectrum is the Nissan Z, which starts at less than $45,000. On paper, it looks like an absolute steal since it offers more power, but the devil is in the details. The Z rides on a modified version of the 370Z’s chassis and that is obvious everywhere, from the way it handles to the way the cabin looks and is laid out. I’ll be the first to say that I love the Z and think it’s an incredibly fun car, but if outright performance – especially on the track – is what you care about the most, the Z falls a bit short of cars like the Supra. Those willing to spend more for the Toyota will end up with a much nicer interior and more modern tech as well. Final Thoughts The end of the MkV Supra is a bittersweet one. Hardcore Toyota fans probably won’t mourn it too much. No matter how fun this car is to drive, it never seems to completely get out from underneath the shadow of being partly German. At the same time, the end of production for what is unquestionably the fastest and most advanced Supra to date is a sad moment for petrolheads.Toyota will build a successor, but it’s unclear exactly when or what it’ll look like when it arrives. Til then, it seems clear; while this might not have been the car many expected, it’s carried the Supra badge well. It’s brought another generation of automotive enthusiasts into the fold, and it’s been honed over the years to become a truly excellent performance car.
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