It was the first in the industry to provide an electronically controlled transmission (ECT). The Turbo-A was Toyota's evolution model for the Group A Japanese Touring Car Championship (JTCC) all over the world that required a minimum homologation run of 500 units. Enhanced sanitization and safety precautions. By the middle of 1990, a final A80 design concept from Toyota Technical Centre Aichi was approved and frozen for production in late 1990. The 2000G/S has the single-cam turbocharged M-TEU engine, which has a power output of 160 PS (118 kW; 158 hp) at 5,400 rpm - the same as the 1G-GEU but with more torque lower down the rev range, 23.5 kg⋅m (230 N⋅m; 170 lb⋅ft) at 3,000 rpm. The Celica Supra's four-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. The changes made to the cross member and mounts made to accommodate the 1JZ engine for Japanese models.

It also has the same interior equipments as the SZ-R model, with the difference being the use of Alcantara/red leather upholstery (black leather is available as an option) and sports pedals. The steering rack was carried over mechanically but was retuned electronically. Subwoofer-equipped Supras did without the rear bins and wooden "floorboard".

The Supra was powered by a 3.0-litre DOHC inline six-cylinder engine rated at 149 kW (200 hp; 203 PS).

The fourth generation model had a 51:49 (front:rear) weight distribution.

Both transmissions featured an overdrive gear and the automatic featured a locking torque converter. All B-pillar and nose badges for cars sold in North America read "Celica Supra" and only the P-type was available in two-tone colour schemes. The fifth generation Supra actually uses a J29 series code with DB model codes.[85][86]. The 8.8-inch infotainment screen was made available on all models replacing the 6.5-inch screen. The latter colour was exclusive to the A91 edition.[73]. [41], In 2010, Toyota applied for a trademark for the Supra name. At 3,500 rpm, some of the exhaust gases are routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. New grey dash panels to replace the previous black. Leather interior was an option on the L-type model, but the P-type models limited to standard striped cloth interior. The trademark had to be used within three years for it to be valid. The Japanese models of the Supra were given the chassis codes JZA70 and GA70 respectively. The 2000GT was the flagship model of the XX range. Toyota obtained engineering assistance from Lotus Cars, and supplied some components for use in the Lotus Excel. Some notable differences between the standard MA70 Supra 3.0 GT and the Turbo-A model are both cosmetic and mechanical. 1997 – Manual transmission available on all turbo models. Because of the change in engine and transmission a new chassis code of MA47 was given to the 1981 model. In turn, Toyota also stopped using the prefix Celica and named the car Supra. For the export model (American/European markets) Toyota upgraded the Supra turbo's engine (by installing smaller, steel wheeled turbochargers and bigger fuel injectors, etc.). Sold from 1984 to 1986 - these had a version of the earlier single-cam engine as it was not worth the expense of making the twin cam engine meet the particular emissions regulations shared by these three countries. All models were fitted with double wishbone suspension front and rear. Both transmissions featured an overdrive gear. Seat pattern was changed from squares to lines, and "foil" on climate control and switch gear changed from light to dark gray. The 6-cylinder had "Supra" printed on the front 6-piston calipers with the same font as its rear label. The Turbo was not available in 1998 in California Air Resources Board (CARB) states.

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