2025 Toyota Supra Reviews, Pricing & Specs

One of the 2025 Toyota Supra’s high cards is its appearance. It’s a unique take on classic sports car styling with properly small exterior dimensions, pronounced rear haunches, a long hood, a grille and pair of headlights that mean business, and minimal overhang. Some may not like it, but they can’t deny the fact that it doesn’t look like much else on the road. The front end also pays homage to the previous A80-generation Supra of the 1990s, a chassis with endless enthusiast lore behind it.

Inside, though, it’s far from what that era of automotive technology offered. There’s a generous amount of soft-touch leather throughout, with chic stitching across the dash. (Note the test unit shown is in U.S. specification. The Hazelnut leather seats with Alcantara inserts are not offered in Canada.) The entire centre console and door cards of our tester were trimmed in soft leather as well, which we suspect is for added knee padding under hard cornering, and bits of carbon fibre trim ensured a sporty vibe. Some controls were plastic, but they still had a nice feel to them.

The overall layout of the interior is also blessedly simple. Co-developed with the current-generation BMW Z4 (and built at the same Austrian assembly plant), the Supra runs an older version of BMW’s multimedia interface. A control dial is surrounded by shortcut buttons on the centre console, physical AM/FM/XM radio buttons, and an 8.8-inch horizontal screen instead of a massive tablet-sized vertical touchscreen, which we suspect many folks would appreciate. (The Premium Package adds a head-up display). The steering wheel is older BMW fare as well, but we appreciate its smaller size and thin rim, plus minimal controls across its vertical axis.

The sole powertrain available in the 2025 Supra is a turbocharged 3.0-litre inline six-cylinder engine that produces 382 horsepower and 368 pound-feet of torque with rear-wheel drive (RWD). The four-cylinder engine option from previous model years is no longer available. Our tester was equipped with an eight-speed automatic transmission, but a six-speed manual is available at no extra cost. We had the opportunity to drive a manual-equipped Supra last year and really enjoyed the shifter’s feel, spring, and throw, and good pedal placement made for easy heel-toe downshifts.

With just 1,547 kilograms (3,411 pounds) to haul (or 1,537 kg/3,389 lb when optioned with the manual), the RWD Supra rips off the line to 100 km/h in roughly four seconds and on to a top speed of 250 km/h.

When driven in Normal mode with more relaxed throttle inputs, it’s perfectly capable of being a chill everyday cruiser. Fuel economy isn’t bad, either: it’ll burn 10.2 litres per 100 kilometres in the city, 7.7 on the highway, and 9.1 combined with the automatic, or 12.7/8.8/10.9 L/100 km with the manual.

However, switch to Sport mode and push a bit harder on the throttle, and the Supra becomes an absolute riot. Traction control feels like it’s barely able to keep the peace where the rear 275/35/19 Michelin Pilot Super Sport summer rubber meets the road. Switched off, it’ll light them up with ease — the overall vibe is chock-full of ferocity. Our tester clicked off seamless shifts in a supercar-like fashion and felt faster than advertised. This is probably due to the engine’s entertaining power band and aggressive baritone roar.

Then, when the road got curvy, the Supra was happy to take it on at impressively high speed, exhibiting a confident and communicative chassis. Adaptive dampers are standard across all trims and stiffened up the ride quite a bit in Sport mode. Unless it’s a track surface or glass-smooth stretch of blacktop, they make the ride a bit too choppy. Body roll is fairly well contained, but in spite of its light weight, small size, and sporty dampers, there was a little too much for our liking in this kind of car.

With everything set to normal, we’d call the Supra’s ride quality rather good. It ironed out bumps, uneven concrete, steep driveways, and expansion joints quite well around town and on the highway in daily driving. We deemed it comfortably enthusiastic.

It seems like we’re currently living through the golden age of overweight/oversized enthusiast cars, and we therefore really appreciated that the Supra is properly small. Its overall length is just 4,382 millimetres, overall width comes in at 1,854 mm, and it rises to just 1,293 mm above the ground. While just under 1,550 kilos (3,400 pounds) may not sound light, it certainly is compared to anything else with this level of power in the new-car market.

And that’s without sacrificing too much interior space. Sure, cargo space measures out to a very shallow 288 litres, but the cabin’s 972 millimetres of headroom, 1,071 mm of legroom, and 1,381 mm of shoulder room are respectable. The door’s opening is big enough to make for easy ingress and egress — for a small two-seater sports car, at least — and once inside, even a lanky, six-foot-plus driver will be impressed by the amount of headroom. It’s tight inside, but it’s well-tailored rather than cramped.

However, the Supra’s overall visibility is a bit lacking. There’s a pretty large blind spot over the driver’s shoulders. However, the lack of sheet metal behind — you sit on the rear wheels — helps judge how the car fits into the flow of traffic. The roof comes down far, making for a narrow view out the side windows and windshield. This had use craning our neck to see stop lights.

The two tiny cup holders are located in the middle of the centre console, and there’s no provision for bottles in the door pockets. This is perhaps a more German-car trait than the BMW-sourced software running its infotainment system.

The 2025 Supra runs BMW’s old infotainment software, but we appreciate its simplicity. The tech is easy to get used to, plus the large amount of physical stereo and climate control buttons was a relief to deal with compared to many of the newer systems.

The software itself is smooth and lag-free, and touchscreen response on our Premium Package tester was quite good. However, we preferred using the control dial (dubbed the iDrive controller in BMWs) as much as possible. AM/FM radio, SiriusXM satellite radio, USB connectivity, and Bluetooth are standard, as is a 10-speaker, 205-watt audio system. Wireless Apple CarPlay and Android Auto, a 12-speaker 500-watt JBL sound system, and voice recognition are also standard in Canada.

Standard driver-assist features include: pre-collision alert, pedestrian detection, lane-departure warning with steering assist, and automatic high-beam headlights. All operate in a generally smooth and inoffensive manner, and the rearview camera has great clarity. We did find that pre-collision alert got confused by parked cars on winding residential roads at times, though.

The Premium Package tacks on a parking support brake on the automatic and parking sensors on the manual Supra. Regardless of packaging, adaptive cruise control is not available with the manual transmission. We found the adaptive cruise control to be a bit lazy to get going in stop-and-go traffic, but otherwise we had no issues.

At the time of this writing, the current-generation Supra was not rated by the National Highway Traffic Safety Administration (NHTSA) or Insurance Institute for Highway Safety (IIHS).

In Canada, the 2025 Toyota Supra starts at $65,770 regardless of transmission choice, including the $1,860 destination charge and other fees. The Premium Package adds $6,950 to the price and tacks on 19-inch frozen gunmetal wheels, a head-up display, leather upholstery, and either a parking support brake in the auto or parking sensors in the manual.

For the final model year coming up in Canada in 2026, Toyota is also offering a MkV Final Edition that commands a lofty $20,132 extra. This limited-edition trim possesses mostly performance-minded options, such as retuned differential and damper settings, bigger brakes, a carbon fibre ducktail rear spoiler, stiffer chassis bushings, minor aerodynamic improvements, and track-ready alignment changes. Toyota says the idea behind this trim is to not only end the current A90 generation with something extra spicy, but also to pay homage to the GR Supra GT4 EVO2 race car that sees action in pro-level GT racing around the globe.

It may be on the way out, but we’d say the 2025 Toyota Supra fares well against the competition. The BMW Z4 is only available as a convertible and requires $74,178 to get the same ravenous turbo 3.0-litre engine as the Supra coupe. The BMW M240i hardtop has two more seats and starts at just $64,579, but both Bimmers are heavier and dimensionally larger than the Supra. Finally, we can’t forget about the 2 Series top spec, the M2, which starts at $82,679 and offers even more wow factor in its engine and chassis tuning.

Historically a closer rival to the Supra, the Nissan Z starts at $53,846 and reaches as much as $78,846 for the top-level NISMO trim. While lower trims aren’t as well equipped as equivalent Supra models, the NISMO is an athletic and downright rowdy sports car, and it gives the Supra Final Edition (and every other car we mention) a strong run for its money.

The base Porsche 718 Cayman sports a turbocharged 2.0-litre engine behind its seats with less power and a slower 0-100 time, is available with a manual transmission, and starts at a much higher $85,335. Finally, the 2025 Lotus Emira starts at a significantly higher $134,900, though this handmade brute is renowned for its excellent steering and handling dynamics. It’s available with a manual transmission, too, but not when equipped with the 2.0-litre turbo engine that’s mandatory in base models.