Deepal E07 vs Toyota Supra

What's the difference?

The Deepal E07 is not a truck, so tradies need not apply. However, for couples and families it's a generously equipped and luxurious EV with a unique electronic approach to a reconfigurable interior, albeit with practicality partly compromised by its fastback styling. So, only car buyers will determine if this is a short-lived automotive curiosity, or a bold new direction for SUV design.

The Toyota GR Supra GT is a superb sports car that’s relatively easy to live with in the city even with the manual gearbox and incredibly fun to drive out where the roads are free from traffic.

Not only is the GT great for the price compared to rivals but it’s the pick of the Supra range.   

The E07 rides on a 3120mm wheelbase with 5045mm overall length, 1996mm width and 1680mm height, so compared to the segment-leading Ford Everest it’s larger in wheelbase, length and width but not as tall. It also has active air suspension with adjustable ground clearance and ride firmness.

The exterior styling, which can best be described as a fastback SUV, disguises the electronic interior transformations that largely occur behind its privacy glass. Our example’s black paint ensures it looks smaller and less conspicuous than its generous dimensions would suggest.

Its spacious and airy interior is enhanced by the panoramic sunroof. It has a futuristic look and feel, although the optional bright orange nappa leather trim may be too garish for some. It was also showing light staining and scuffmarks, so perhaps not a practical choice for families with young kids.

Perhaps it’s just me but I think the Supra looks exactly how it should look - like a Hot Wheels car.

Seriously, how good does the back view look? I love the spoiler that angles up like a crazy ski jump and the tail-lights integrated underneath it.

I love the huge rear hunches swollen like they’ve been stung by an enormous wasp. Check out the roof - see how it’s curved? And that bonnet with the vent above the wheel arches, I love the styling of every millimetre of this car.

But my neighbour doesn’t. I pulled up and said, “How good does this look?” And he gave me this stare like I was bonkers.

I don’t know, maybe you and I have the same excellent taste, but if there’s anything I hate it's anything that’s boring.

To me the BMW Z4 ‘twin’ is getting very close to the boring end in the styling department. 

Talking of BMW, the Supra's interior is very BMW from the indicators stalks to the media system and climate control set-up.

It’s a modern and minimalist cabin… if only there wasn’t a cupholder right where my elbow goes. That’s a good place to stop and talk about the Supra GT’s practicality. 

Its 2320kg tare weight and 2930kg GVM provides 610kg of internal load capacity. That should comfortably cater for the weight of five large adults, with their belongings shared between the 131-litre front boot (aka frunk) and the rear luggage area which offers 524 litres or just over half a cubic metre of load volume with the glass dome closed and rear bulkhead upright.

This is a modest load volume compared to conventional seven-seat large SUV rivals (with their third rows folded) like the Isuzu MU-X (1119L) or Ford Everest (898L), which is largely due to the E07’s fastback design.

It’s also rated to tow up to 1500kg of braked trailer but Deepal doesn't quote a GCM rating so we don’t know how much weight it can legally carry and tow at the same time, which is a surprising omission for a vehicle claiming to be a truck.

Push a button and the rear glass dome retracts forward into the roof to expose the rear luggage area to the great outdoors (a nice space for tethered dogs to ride in). Push more buttons and the tailgate opens, the rear bulkhead window slides down and both the bulkhead and rear seat fold forward and flat to create more than 1.6 cubic metres of internal load volume, which again is modest compared to conventional large SUV rivals.

And if you’re a tradie or other service provider needing to carry bulky tools and equipment, the E07 lacks the basic requirements of a truck when the interior is in this flat-floor configuration.

For example, it can theoretically carry up to 500kg or half a tonne of cargo plus driver without exceeding its GVM limit. However, there are no load anchorage points provided on the B pillars and the strongest anchorages in the rear luggage area are only rated at 50kg each. And there’s no cargo barrier provided (or available as an accessory) behind the front seats to protect the driver and front passenger.

We also noted when using the E07 to haul gardening tools and equipment that the trailing edge of the metal roof was low enough to require deflating the tyre on our wheelbarrow to just squeeze under it (see image), so tall loads would be an issue.

And although the E07 can be driven in this fully open configuration, if the cargo is large enough to stop closure of the glass dome and you get caught in the rain, the luxurious nappa leather trim could get wet. So, we don’t expect to see one of these ‘trucks’ replacing a Ranger or HiLux for tradie duties any time soon.

Front of cabin storage includes big bins in each front door but there’s no glove box or overhead glasses holder. The two-tiered or ‘floating’ style of centre console has a large storage tray at floor height while the upper level provides two USB-C ports, wireless phone charging, a pair of cupholders and a large box with padded lids that provide comfy elbow rests.

The large rear doors open wide to access a bench seat which for a fastback body style is surprisingly accommodating, even for tall people. I’m 186cm and when seated behind the driver’s seat set in my position I have ample foot, knee and headroom.

Even those in the middle seat can ride in comfort, enhanced by a spacious flat floor with no transmission tunnel to straddle. The 60/40-split backrests can also recline but with the trade-off being less legroom given the base cushions must slide forward to achieve this.

Rear seat storage includes bins in each door, pockets on both front seat backrests and two cupholders which appear when the centre seat backrest is folded forward to serve as an armrest.

The rear of the centre console also has a USB-C port and small touchscreen that allows rear passengers to adjust various comfort settings.

The rear luggage area has numerous hooks for securing light duty straps or load nets plus a 12V accessory socket and a domestic three-pin plug outlet for the 6.6kW V2L (vehicle to load) inverter to power a variety of devices and appliances.

The good news is that if you’re tall like me (189cm) and mainly legs then you’ll have more than enough legroom and headroom because the footwells are impossibly deep and the seats can be lowered to what feels like ground level.

Actually, you are almost at ground height in this car so the bad news if you’re as tall as me you’ll probably have to crawl out of the car on all fours.

The cabin of the Supra doesn’t do the storage space thing well. Sure there are two cupholders but their location is the same place my elbow frequents while changing gears and resting.

The wireless phone charging area is good and easy to access, but the door pockets are as thin as post box slots so if it’s letters you’re storing there you’re in luck.

If it’s anything thicker than that you’ll be left looking around for a place to put your purse or wallet and end up throwing it in the phone charger space if the passenger seat is taken.

You could always ask your co-pilot to hold onto your things which reminds me to tell you that the Supra is a two-seater only. There are no back seats, and there’s no option to have back seats.

If you’re looking for a sports car with rear seats (although space will be limited) for the same money then there’s the Audi A4 45 TFSI and at an even lower price is the Ford Mustang GT.

If you look over your left shoulder while in the driver’s seat of the Supra GT you’ll see into the boot -  there’s no wall separating the cabin from the cargo area. This is handy for throwing a school bag in as I did for my son on the morning drop off, but also means your items may make an unexpected visit to the cockpit if you stop suddenly.

The boot is large for a sports car at 296 litres (VDA) and it managed to fit our large CarsGuide suitcase with space to spare as you can see in the images.

The Toyota GR Supra GT with the manual gearbox lists for $87,380 and you’ll pay the same price for the same car with the automatic transmission. 

Yes, almost $90K might sound like a lot of money for a Toyota (unless it’s a LandCruiser) but it’s actually a bargain considering the GTS grade above costs $10K more and has the same engine plus pretty much the same features apart from a fancier stereo, head-up display and 19-inch alloys (rather than the 18s on this GT).

Also, if you didn’t know already the Supra is a BMW/Toyota joint venture model aligned with the BMW Z4, and if you want the Beemer version with the same engine as the Supra GT you’ll pay $139,800 for it.

So see, it’s a bargain in comparison.

The standard features list of the GT has pretty much everything you need. There’s a proximity key, LED headlights with adaptive high beam, active cruise control, sat nav, wireless Apple CarPlay and Android Auto, a 10-speaker stereo, wireless phone charger, heated and power adjustable seats, shifting paddles and sports pedals. 

Great features, but let down only by a small 8.8-inch screen for your media and nav. Still, that absolutely shouldn’t be a deal-breaker for you.

The rivals? Well, clearly the BMW Z4 which is way more expensive, but also there is the Nissan Z which costs between $70-$80K and is also a hoot to drive.

Add the Ford Mustang GT to your research list, as well. It’s not as agile as the Supra but it’s quick, fun and sounds better to my ears. 

The single electric motor, which drives the rear wheels through a single-speed transmission, produces 252kW of power and 365Nm of torque.

Deepal claims a zippy 0-100km/h acceleration time of 6.7 seconds, compared to its dual-motor AWD sibling which does the same sprint in less than four seconds.

You’re looking at a Supra that could be the peak of its model evolution because since the generation’s arrival in 2019 Toyota has increased the power of the 3.0-litre turbo-petrol in-line six-cylinder from 250kW to 285kW (torque remains the same at 500Nm) and introduced a six-speed manual. 

This 3.0-litre six-cylinder turbo-petrol is the only engine you can have with the Supra, there are no four cylinders or V8s - now there’s an idea. 

Toyota says the 0-100km/h time for the GR Supra with the manual gearbox is 4.4 seconds and 4.1 seconds for the automatic which comes with a ‘launch control’ feature.

Of course, all Supras are rear-wheel drive.

It has a WLTP estimated driving range of up to 550km (510km for the dual-motor AWD) and like its sibling draws energy from a 90kWh lithium-ion propulsion battery beneath the floor.

Deepal claims a maximum AC (Type 2 plug) charge rate of 7.0kW can fill the battery from 0-100 per cent in 13 hours while DC (CCS2 plug) fast charging at the maximum 240kW can do 30-80 per cent in just 15 minutes.

When we collected the test vehicle, the touchscreen was displaying 95 per cent charge and an estimated range of 524km. We covered 219km during our usual mix of suburban, city and highway driving, with 45 per cent charge and 245km remaining.

We did an overnight charge at home using the AC Type 2 cable and after 14 hours at a glacial 1.6kW the battery charge increased from 45 to 63 per cent, adding an extra 100km of range (346km).

We added another 80km to achieve a total distance of exactly 300km, after which the touchscreen was claiming average consumption of 15kWh/100km. So, based on our real-world figure, a range of 500km or more from a single charge is credible.

Toyota says the 3.0-litre six-cylinder straight-six turbo-petrol engine in the Supra GT paired with the six speed manual gearbox should use 8.9L/100km after a combination of open and urban roads.

I did a week’s worth of city commuting and then a couple of hundred kilometres on country roads, but no motorways and the trip computer told me I was averaging 10.3L/100km.

Not bad for a big engine in a car tuned for performance, driven by a big kid who feels like he’s playing with somebody else’s toys.  

Premium 95 RON fuel is recommended, although 'standard' 91 is acceptable. A 52-litre fuel tank translates to a theoretical range of around 580km, dropping to approximately 500km using our real-world number.

The E07 offers plenty of personalisation including four drive modes, a ‘super’ power saving mode and multiple adjustments for acceleration, steering, braking, regenerative braking, suspension height and ride firmness.

It has a spacious and comfortable driving position but the view takes some getting used to given there’s no conventional instrument cluster. You rely only on the head-up display for key info like road speed, traffic sign recognition, indicator direction etc.

Steering column stalks provide some basic functions like gear selection and indicating/headlight flashing but many settings like wipers, lights, climate control, audio etc are controlled by the central touchscreen.

This can be very distracting while driving, given the need to accurately place your fingertip on a virtual button or slider each time you need to change a setting. Yes, it has ‘Hey Deepal’ voice assistance, but physical dials and buttons would be quicker and easier.

The E07 is otherwise nice to drive with its near silent powertrain and low tyre/wind noise combined with good steering feel, strong braking and sure-footed handling with an air-cushioned ride. Its electric air-con was also impressively cold when daytime temperatures reached the mid-30s.

While the single motor and RWD can’t match the performance of its dual-motor AWD sibling, our test vehicle’s smooth and spirited acceleration in the sub-7.0 second 0-100km/h zone is more than ample for family duties with the added benefit of a longer driving range.

Ah, but what about living daily with a manual? As a car enthusiast most of the cars I’ve owned have been manuals and I’ve rarely cursed them because I love to drive.

But there were times when they were a pain, such as in traffic, or in traffic on steep streets and in traffic in shopping centres. Did I mention in traffic, also?

But on the nice roads with bends and dips, hills and sweeping corners, hairpins and twisty parts in places without traffic, then all is forgiven. 

And so it goes with the manual version of the Supra. 

Making life easier in the Supra GT is a clutch pedal without much travel so you don’t feel as though you’re at the gym doing a one-sided leg press.

I found the shifts themselves, while short, to be less than smooth. At first, I thought that the clunky changes might have been because the gearbox hadn’t been run in yet, but the odometer was saying 7500km, so this could just be the nature of the gearbox and after a few days I became used to it.

The rev-matching feature of this gearbox is a nice touch, especially on those sporty drives when you change into a gear and you’re thrown straight back into the power band again.

Superb balance, great steering with a nose which points exactly where you want it to and that magnificently smooth turbo-petrol in-line six posting all its meaty grunt to the rear wheels just behind your shoulders makes for a sports car that’s fun, talented and quick.

Good brakes (348mm ventilated rotors with four piston calipers at the front and 330mm discs with single piston calipers at the rear) and grippy Michelin Pilot Supersport tyres (255/40 fr - 275/40 rr) complete a great package. 

A ride that’s still comfortable over bad Sydney roads and surprisingly good visibility made the Supra easy to live with in the city, from parking to school drop offs.

Yes, used it each day for the school run with my older child and the grocery shopping. 

The GR Supra GT has not been crash tested by ANCAP, but its BMW Z4 twin scored a maximum five stars when it was tested by the European equivalent Euro NCAP.

Still, the Supra has seven airbags, there’s AEB with pedestrian and cyclist detection, lane keeping assistance and blind spot warning, plus front and rear parking sensors. There are seven airbags on board.

There’s no spare wheel, but there is a tyre inflation kit which should get you out of trouble.

The E07 RWD comes standard with a seven-year-/140,000km warranty plus a separate eight years/240,000km warranty covering the propulsion battery. There’s also 12 months of complimentary roadside assistance.

Scheduled servicing is every 12 months/20,000km whichever occurs first. Capped pricing applies to the first seven scheduled services up to seven years/140,000km totalling $2955, or an average of $422 per service.

Deepal has a small but expanding national dealership network comprising around 14 locations, with each also providing vehicle servicing.

Toyota covers the GR Supra GT with its five-year, unlimited kilometre warranty. Servicing is required every 12 months or 15,000km and is capped at $415 per service.

The warranty is the industry standard in terms of time and kilometre length, and the capped service prices are very reasonable - a lot more affordable than a car with a prestige badge on the bonnet, too.