Toyota Supra VS Audi TT
- Modest cabin storage
- Firm ride
- 294kW five-cylinder engine
- Great dynamics
- Decent boot for the segment
- No AEB
- Four star 2015 ANCAP rating
- No central media screen
It's been 26 years since the Toyota Supra was last (officially) on sale in Australia, and thanks to a joint venture with BMW, that's also produced a new Z4 Roadster, it's back in fifth generation (A90) form.
Produced at Magna Steyr in Graz, Austria, this car launches the GR brand in Australia. Its formal name is the Toyota GR Supra. GR stands for Gazoo Racing, an initiative of Toyota president Akio Toyoda, now representing Toyota motorsport here and overseas, from World Endurance sports car racing to the world rally championship, long-distance rally raids, and heaps more.
Toyota invited us to the mega Phillip Island race circuit and the twisting roads around Victoria's South Gippsland for a first local drive.
|Engine Type||3.0L turbo|
|Fuel Type||Regular Unleaded Petrol|
When the Audi TT first arrived in 1998 it looked cute… seriously cute, like a car-version-of-a-koala cute. Then over the next couple of decades it grew out of that cuteness into something more menacing looking and the RS versions were well, Google 'drop bear' and you're pretty much on the money.
Now the new TT RS is here looking more grown up and angrier than ever, but does it have the mechanical mumbo to match the aggro appearance? Does it have back seats? Or even a boot? Could you drive one every day without buying your chiropractor a new Porsche? Actually, why wouldn't you just by a Porsche yourself, I mean a 718 Cayman S costs about the same?
Read on to find out.
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
A price close to a hundred kay is not to be sneezed at, but the A90 Supra delivers performance and dynamics to challenge sports cars costing twice as much. And if it was our money, we'd live without the extras and opt for the GT.
This fifth-gen car is an uncomplicated drive, and I mean that in the best possible way. Forgiving, fast, and huge fun. Toyota's push to build more excitement into its global product range is really building momentum now.
Is this new Supra on your sports car radar? Tell us what you think in the comments section below.
The Audi TT RS is iconic for its design and should be heaped with praise for its dynamic ability, it's also more practical than many of its rivals offering back seats and a good-sized boot for the class. But despite this latest update the TT RS has fallen behind in advanced safety technology and cabin equipment such as the lack of a media screen.
With bulges and curves everywhere, the new Supra's distinctive exterior tips its hat to the iconic Toyota 2000GT of the late 1960s with its 'double bubble' roof, long bonnet and short cabin, as well as the previous A80 Supra that's been such a hit in the grey market here, but was never officially imported by Toyota Australia.
The design has so far polarised opinion, but in the metal, it definitely has presence, and believe it or not the wheelbase is 100mm shorter than the 2+2 86's, and with a wider track it's muscular stance is no surprise.
In every other key measure the 86's more powerful stablemate is larger, at 4240mm long (+139mm), 1775mm wide (+79mm), and 1292mm tall (+7mm). Toyota says it normally sets a minimum ground clearance guideline of 130mm, but to get the Supra's centre-of-gravity as low as possible sat the Supra at 119mm.
Stand-out elements are the evil LED headlights, rising and rounded front guards, that double bubble roof, curvaceous hind quarters and pronounced rear spoiler (with echoes of a Porsche 911 'ducktail').
Kind of disappointing to see what appear to be inlet and exhaust vents on top of the front guards and in front of the rear wheelarches are filled with black plastic blanks, but trust me, you're never going to miss an A90 Supra.
Seven standard colours are available, named after iconic racetracks (if you don't like them blame the Toyota Australia employees who came up with them) – 'Fuji White', 'Suzuka Silver', 'Goodwood Grey', 'Monza Red', 'Silverstone Yellow', 'Le Mans Blue', 'Bathurst Black' and the optional 'Nurburg Matte Grey' (available on GTS only).
Inside, an asymmetric centre console sets up a classic cockpit style interior, and the digital instrument layout is exactly what you want in a performance-focused coupe – digital speedo on the left and vibrant rev counter at the straight ahead. An 8.8-inch multimedia touchscreen sits proud of the dash above the ventilation stack.
The grippy sports seats look and feel great, and the leather sports steering wheel sits on the slightly slimmer side of chunky.
Liberal use of glossy 'carbon fibre-look' trim on the console actually looks good, and the instantly recognisable gearshift is one of several pieces of BMW hardware on the inside. A clear as crystal BMW build sticker inside the driver's door aperture is another giveaway.
Let's start with the looks, seeing as I went on about them so much in the introduction.
This update has seen changes in all the places you'd expect a facelift to cover. There's a new front-end design with a new mesh grille, even larger supercar-like air intakes, a redesigned front splitter and sleeker headlights.
There are also new side skirts, while the rear of the car has more contoured styling and a beefier diffuser.
The tough styling is part of what sets an RS model apart from its more domesticated siblings in the range. There are also the wheels - regular TTs come standard with 18- or 19-inch alloys, the TT RS has 20-inch rims with red RS brake calipers. If you're still uncertain if you're looking at a TT RS then you can be sure you are if it has a fixed rear wing.
Then there's RS engineering which we'll get to in the engine and driving sections. But let's dive into the cabin which has also been updated with a new RS steering wheel, there's the leather RS seats, with the door and console trimmed in leather and aluminum with carbon twill inlays.
The lack of a central media screen means all media, phone and nav menus and displays can only be viewed on the digital instrument cluster. Audi calls this a driver-focused cockpit, I call it marketing spin. I mean a Porsche 911 has a central media screen and you don't get much more of a driver-focused car than that.
I do like the air vents which have the climate control modes within them. I also like that there are back seats – but more on the practicality later.
The TT RS looks bigger in photos than it really is. End-to-end it's only 4191mm long and just 1344mm tall but at 1832mm across it has a wide, planted stance.
Strictly a two-seater, the Supra offers plenty of space for its occupants, but storage space is modest.
There's a small oddments tray in from of the gearshift which incorporates a wireless phone charging pad, as well as a USB port and 12-volt outlet. There are pockets in the doors, but they're small (forget bottles), a slim glove box is better than none and there are two decent size cupholders between the seats. The cupholders sit in what looks like it should be a lidded storage box, but it doesn't budge one millimetre.
The boot space looks bigger than Toyota's stated 290-litre (VDA) volume and includes a netted storage space behind the passenger side wheel tub, four tie-down anchors, plus a 12-volt socket and an elasticised retainer strap on the driver's side. There's no cargo separator between the boot area and the cabin, so you can squeeze a bit more stuff in behind the seats.
Don't bother looking for a spare of any description, a repair/inflator kit is your only option in the event of a flat.
The TT RS is a four-seater coupe with a hatch tailgate.
I'm 191cm (6'3") tall and there is no way I can sit behind my driving position, but my size is irrelevant here - there's almost zero legroom back there and not even small children are going to have enough space.
Yes, the TT RS isn't a family car, but at CarsGuide we rate all cars for practicality and spaciousness as well as what they're like to drive. That said the TT RS is more practical and spacious than a Porsche Cayman and the BMW Z4 which don't have rear seats at all.
The cargo capacity of the TT RS's boot is 305 litres, which isn't bad at all.
Cabin storage isn't good. The door pockets are small, the centre console bin is only big enough for a wallet but the hidey hole under the dash is useful.
That hidey hole also has a 12V outlet, a USB port and a wireless charger.
This is an obvious point, but the TT RS is low to the ground. The good news is the doors are large and the bubble-like roofline means I never hit my head on the A-pillar as I have with many sports cars.
That roofline also means headroom is good for the driver and co-pilot, although, again, your friends in the rear seat are going to have another reason not to invite you over any more.
Price and features
In Australia, the Supra's offered in entry-level GT trim, priced at $84,900 plus on-road costs, and the GTS is a $10K step up at $94,900.
That puts you in the same band as cars like the Audi S5 Coupe ($104,400), Audi TT 2.0 TFSI quattro ($88,055) and S version ($101,855), as well as the ferocious BMW M2 Competition Pure ($99,900). But tellingly, even the top-spec GTS significantly undercuts the BMW Z4 M40i ($124,900), which some will read as a blue and white propeller badge with a $30K price tag.
Of course, the Supra's key focus is dynamic performance, but both grades are comprehensively equipped, the GT's standard features list including: 'leather-accented', heated and eight-way power-adjustable sports seats, a leather-accented sports steering wheel, dual-zone climate control, an 8.8-inch multimedia touchscreen (managing the 10-speaker audio system - including digital radio - sat nav, ventilation, and more), keyless entry and start, auto LED headlights, LED tail-lights and DRLs, rear LED fog lights, rain-sensing wipers, 18-inch machined alloy wheels, an 8.8-inch 'Multi Information' digital instrument display, plus heated and folding electric exterior mirrors.
The GTS adds bigger brakes (with racy red calipers), plus one inch on the rims up to 19-inch forged alloys, a head-up display, premium JBL 'Surround Sound' 12-speaker audio, and brushed metal 'sports' covers on the pedals.
The TT RS lists for $134,900. While that makes it the most expensive TT, when it comes to horsepower, bang for your buck is excellent compared to Porsche's 718 Cayman S which lists for $140,590 and has 257kW.
The 718 Cayman GTS matches the TT RS's 294kW but costs $172K. That said, the BMW Z4 has 285kW and lists for $127,900 and while Mercedes-AMG doesn't really have a TT RS rival it does have the A45 S with 310kW and a list price of $93,600. Also, in that price range is the Z4's Toyota twin – the Supra with 250kW for $94,536. Don't scoff – it's a superb driver's car.
Let's get back to the TT RS. What comes standard? Features include 20-inch seven-spoke 'matt titanium-look' alloy wheels with red RS brake calipers, RS sport suspension with magnetically adjustable dampers, there's the RS sports exhaust system, privacy glass, leather upholstery, a Bang & Olufsen 12-speaker sound system, wireless charging and 12.3-inch instrument cluster.
The standard RS seats are Nappa leather, the front ones are heated and power adjustable, there's the leather RS steering wheel, proximity key, front and rear parking sensors, Matrix LED headlights and dual-zone climate control.
Engine & trans
The all-alloy (B58C30O1) unit is a closed deck design featuring a single twin-scroll turbo, water-to-air intercooler, direct injection, plus variable valve timing and lift.
Maximum power is 250kW, available between 5000-6000rpm, and peak torque of 500Nm is delivered across a broad plateau from just 1600rpm all the way to 4500rpm.
Despite loud calls for a manual gearbox, Supra chief engineer Tetsuya Tada so far hasn't incorporated a three-pedal version. Although, Tada-san is determined to keep the updates and upgrades coming, so you never know what's possible down the track.
The eight-speed auto is a close-ratio unit, overdriven on the top two gears, sending drive to the rear wheels via an active diff able to adjust from zero to 100 per cent lock-up. Sequential manual changes are available through the central shifter or wheel-mounted paddles.
The 2.5-litre five-cylinder turbo-petrol engine in the TT RS is one of my favoruite Audi powerplants and calls the RS 3 and RS Q3 home, too. It's loud, energetic and churns out a whopping 294kW of power and 480Nm of torque. That's enough to get the TT RS from 0-100km/h in 3.7 seconds.
Is the engine in the front or the back? Not such a silly question when you look at the design of the car and you're new to TTs, but the engine is in the front.
It's not the most powerful engine in the RS model line-up, but I can tell you having driven the TT RS back-to-back with Audi's R8 super car it's one of the most fun powerplants.
You can mash the accelerator pedal on a straight bit of road and not fear that the TT RS will snap and bite you – it's not too much power in that it's controllable with superb all-wheel drive traction.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.7L/100km, the Supra emitting 177g/km of CO2 in the process.
Hardly fair to note consumption from the circuit launch drive (we were focused on looking where we were going, anyway), but over a roughly 160km rural B-road loop the on-board read-out saw us averaging 9.4L/100km, which included some fairly 'enthusiastic' sections.
A stop/start system is standard, at the time of writing Toyota Australia listed the minimum fuel requirement as 91 RON standard unleaded (to be confirmed), and you'll need 52 litres of it to fill the tank.
The launch drive program combined a roughly 160km loop through Victoria's South Gippsland region and a lengthy Phillip Island circuit session. So, we were able to get a pretty solid picture of how the new Supra shapes up in local conditions.
First up, speed. Launch control is standard on both Supra grades and Toyota claims 0-100km/h in 4.3sec, although we've seen the car dip into the threes in independent testing overseas, and it feels quick.
Maximum torque is a meaty 500Nm, available from just 1600rpm all the way to 4500rpm, and extending your right ankle anywhere in that band delivers a serious shove in the back.
The eight-speed auto's rapid fire shifts make it feel more like a dual-clutch than a conventional torque-convertor auto, especially in manual mode using the wheel-mounted paddles.
The car is claimed to be torsionally stiffer than the 86, and even the carbon-rich Lexus LFA, so the strut front, five-link rear suspension set-up is hung from a stable platform. It keeps the car superbly well planted. Yet aluminium front suspension hardware lowers unsprung weight and keeps the Supra light on its feet.
It boasts a 50/50 front to rear weight distribution, achieved by moving the engine as far back as possible, and has a lower centre of gravity than the 86, which has a horizontally-opposed engine. At just under 1.5 tonnes it's also relatively light.
The electrically-assisted steering is accurate and progressive with good road feel, and 'Sport' mode fine-tunes engine sound and response, shift pattern, (active) damping, steering and the active diff. All elements are also adjustable individually. Plus the tricky diff adjusts from zero to 100 per cent lock-up.
In Sport the ride sharpens appreciably, and even in Comfort it's firm but definitely daily-drive acceptable, and after all, that's what you sign on for with a car like this.
And it all came together around the epic 5.3km Phillip Island GP circuit, which is kind of appropriate given this car knows its way around the Nurburgring.
Balanced, stable and seriously rapid the Supra ate up the flowing layout. Howling up to its 6500rpm rev ceiling it turns forward thrust into prodigious lateral grip, the fat Michelin Pilot Super Sport rubber (255 front/275 rear) gripping hard, the chassis telegraphing every move, and the steering remaining super accurate and predictable.
The car was neutral in the long high-speed sweepers and, thanks to the tricky diff, put its power down with absolute authority out of both hairpins.
The brakes (ventilated discs all around with four-piston calipers up front) held up to lap after hot lap delivering good feel and washing off big speed without fuss. The GTS boasts larger rear rotors (354mm v 330mm) but you'd have to set-up a 24-hour endurance event to pick the difference.
Entertaining growls, pops and bangs from the exhaust were icing on the track-attack cake. It's brilliant.
Well you already know I love that five-cylinder engine – seriously you could put it in a loaf of bread, and it'd probably be awesome to drive.
Yes, sure the front end in the TT RS felt a bit heavier than I remembered and the nose didn't have that light pick-up-and-point feeling many sports cars have, but on the hill climb section of the test route especially, this coupe was seriously adept through the switchbacks.
Our convoy of test cars included everything from the Audi R8 and new RS Q3 to the RS 7 and RS 6 Avant motherships. And while nothing nails a great road like the R8, the TT RS was eating up the twists while the RS 7 and RS 6 freight trains were struggling with the physics of mass, size, and velocity in those tight corners.
The TT RS felt tight, stable, but agile as it scampered and weaved its way up hills. I'd like the steering to have more feel. Still there's enough feedback through the cabin and the seat to give the driver a good connection with the road.
Is it comfortable to drive? No. I found the standard RS seats too snug for me (to be fair I'm not race-car driver petite), and the ride over the typical Aussie course bitumen and pot-holed country roads made the cabin shake and rattle, along with my bones.
The ride comfort though is what you can expect out of a sports car like this and it's another reason why the TT RS is more than just a sporty coupe with red brake calipers. There's the RS sports suspension with magnetic adjustable dampers, the RS sports exhaust system and big brakes – 370mm discs on the front with eight piston calipers and 310mm discs at the rear which slow things down super quickly.
If you are after something less 'hardcore' there's the TT S or consider the RS Q3 small SUV which has the same five-cylinder engine and can do the 0-100km/h sprint in 4.5 seconds, but has softer suspension for a comfier ride, while being dynamically impressive in the corners. Oh, and you'll have way more room inside, too. Let's talk about that.
With the need for speed comes the need for top-shelf safety, and the new Supra features an impressive array of standard active and passive safety tech.
The must-do boxes are ticked with ABS (with brake assist), vehicle stability control, and traction control on board, as well as 'Front Collision Warning' (Toyota-speak for AEB) with daytime pedestrian and cyclist detection.
In fact, a full suite of 'Toyota Safety Sense' assistance features also includes active cruise control, a pre-collision system with pedestrian and cyclist detection, lane departure alert (with multiple alerts and steering assist), adaptive high beam and traffic sign recognition.
There's also blind spot monitoring, rear cross-traffic alert, a reversing camera, front and rear parking sensors (with rear-end collision warning), active cornering assist, brake drying, and tyre pressure monitoring.
If all that fails to side-step an impact passive safety includes seven airbags (driver and front passenger, front side, side curtain, and driver's knee), as well as a 'pop-up bonnet system' to minimise pedestrian injuries.
The A90 Supra is yet top be assessed by ANCAP or Euro NCAP, but a maximum five star score is a pretty safe bet.
ANCAP gave the Audi TT a rating of four stars out of a maximum of five when it was tested in 2015. The level of child occupant protection was insufficient for a five-star rating and according to the ANCAP report this was mainly due to the limited space in the rear seat.
There are two ISOFIX points and two top tether anchor mounts for child seats in the second row.
Explore the virtual Audi TT RS
Compared with most new cars the TT RS has a low level of advanced safety technology – there's no AEB or adaptive cruise control, nor is there rear cross traffic alert, but there is blind spot warning and lane keeping assistance.
The TT RS has electronic stability control and ABS, and emergency brake assist (this isn't AEB). The safety features in that sentence haven't been mentioned in one of my reviews in years, and that's because there's not much else for me to list, apart from airbags which only cover the front passengers.
This lack of safety equipment especially for a car which lists for $135K is the reason why the TT RS has scored poorly in this section.
Toyota Australia has confirmed it's supporting Supra with the brand's standard five year/unlimited kilometre warranty, extending to seven years with the 'Service Advantage' program (that requires owners to carry out full log-book servicing for the first five years of ownership).
Also sitting underneath the Service Advantage umbrella is capped price servicing, locking in an annual service cost of $385 per service for the first five years of ownership. Service interval is 12 months/15,000km.
And just as Supra will be available for sale at all Toyota dealerships, Toyota Australia has confirmed servicing will be available throughout its national network of (300+) authorised service centres, with special tooling supplied as required to smaller rural locations.
The TT RS is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.
Service intervals are every 12 months or 15,000km with a three-year plan ($2320) or five-year plan ($3420) available.