A fun modern sports car, the 2022 Supra 2.0 possesses less power but also less weight, making it an absolute riot in the twisties.
The latest A90-generation Supra has been on sale for a few years now, and after a mild revision for the 2021 GR Supra 3.0, and an aftermarket that’s gone hog-wild over it, there’s yet more to discover about this small, reasonably priced, rear-wheel-drive 2022 sports car. Besides the common and salivated-over turbocharged 3.0-liter BMW B58 Inline-six, there’s also a smaller 2.0-liter Inline-four option, which seems less popular.
Known simply as the Toyota GR Supra 2.0, this isn’t the bargain-basement spec, but rather the slightly less-appointed option. Its power output is down on the 3.0 by a significant 127-horsepower margin, which doesn’t sound too enticing at first. However, there’s far more than meets the eye, especially when a fun stretch of road filled with tight turns awaits.
To slide into this Tungsten 2022 Toyota GR Supra 2.0, fire it up, and sail through a road in a fashion that you’d think would be far more Miata-like, pricing starts at $43,290. However, after adding the $3,485 Safety and Technology Package, the total all-day price comes out to $47,800 after the $1,025 destination charge.
Like the 3.0-liter lump in the GR Supra 3.0, the 2.0 is of BMW origin as well, and commonly known as the B48. It features neat VANOS and Valvetronic wizardry that makes it a very torquey and revvy little chunk of aluminum, and is the exact same engine that’s in the 2022 BMW 230i Coupe.
Thankfully, like the 230i, power goes to the rear tires exclusively in the Supra 2.0. Though, the difference here is then split between the right and left tires via a mechanical limited-slip differential rather than an electronically-actuated unit. With all things being equal, I’ll take the mechanical diff any day.
The turbo-four’s output is 255 horsepower and 295 pound-feet of torque, which when sent through a whip-fast 8-speed ZF automatic gearbox, pushes the 3,181-pound Supra to 60 mph in just 4.7 seconds. This is a little over a second slower than 3.0-equipped Supras, though when did anyone ever say a sub-five-second 0-60 was slow? Then, jumping from 40-70, or even 60-90, happens even faster due to the engine's massive torque curve between 1,550-4,400 rpm. Again, less isn’t always a bad thing.
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Getting to that figure is quite fun, too. The engine spins up quickly and produces a sharp, refined baritone roar out of its twin polished exhaust pipes. It seems like Toyota also pipes some of the engine’s induction note into the cabin to make the experience a tad more visceral. As a nice added bonus, a keen ear will hear some fun turbo boost and wastegate noises with the windows down, too. The wall of torque that this sports car’s little heart produces is a lot of fun, and makes every on-ramp romp and left-lane pass a thrilling experience.
If you’re inclined to sling the little Supra sideways into a fun little drift, stabbing the throttle before the tires have a chance to catch up can be tough. This could be due to first and second gear being a tad long, or the 3.154 final drive ratio. The 2.0 features the same gearing and final drive as what’s found bolted up behind the 3.0, but obviously the 3.0’s higher torque shoves its way through the drivetrain with a bit more aggression, thus skids are easier to achieve.
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The GR Supra 2.0 will slide with the best of ‘em, but takes some ramping up to do so, as it’s got that low final drive and lots of grip out back to fight through. I’m sure it’s a heck of a lot easier and more fun to slide it around on the track, but empty rural roads take a bit more effort. Still, once you’ve got the back-end out, it’s so fun and thoroughly worth the effort.
While the Supra 2.0 might be down on power by a considerable margin, it more than makes up for it in some other aspects. Namely, the 2.0 beats out the 3.0 in front-end feel, steering, and available grip. These are, by the way, remedies to my complaints with the GR Supra 3.0 when I reviewed it last year.
When you pop the Supra 2.0’s hood, you’re met with a four-cylinder that’s entirely behind the front shock towers. This means that the engine and drivetrain are better balanced across the Supra’s 97.2-inch wheelbase than when the 3.0 occupies the same space. As a general rule of thumb with sports cars, the more weight that’s balanced and kept behind the front shocks, the better the steering and handling will be. Then, as a nice added bonus, the Supra 2.0 is a whole 219 pounds less than the 3.0, thanks to smaller brakes, smaller wheels, and having two fewer cylinders up front.
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All of this makes for a more fun and engaging driving experience. Turn-in is sharp and more precise than the 3.0, the front-end feels so light, and front-end grip is very good. Having less weight that’s further back cures one of my complaints that I had with the GR Supra 3.0’s steering: the annoying dead spot just off center. Instead, the 2.0’s steering is more direct, and makes the Supra 2.0 feel like it can change direction like a housefly. Steering feel is still poor, but I’ve begrudgingly made peace with that in modern BMW steering racks, including the unit in the 2022 BMW M240i xDrive. Otherwise, it gains some nice weight when loaded up in the corners, and has an excellent ratio to boot. It possesses some good non-fun-road qualities, too, such as having a very good turning radius and a light action for tight, low-speed parking lots.
Unlike the Supra 3.0 with its adaptive dampers, the 2.0 comes equipped with conventional passive dampers. Bolted up to MacPherson strut suspension up front and fully independent multi-link suspension in the rear, these make the ride feel very connected and alive. Because you lack the option to soften things up with the press of a button, you’re forced to ride on what Toyota tuned from the factory, which is a bit rough by most peoples’ standards. Dedicated enthusiasts might even find the ride to be a bit on the rough side. I’m accustomed to a focused, performance suspension setup, and would get by with the GR Supra 2.0’s ride for everyday driving. But just barely.
Though, the GR Supra 2.0’s harsher ride shines through as a benefit and feels so connected and composed on fun stretches of smooth mountainside tarmac. Keyword: smooth. Body roll is nearly nonexistent, and it feels very confident under hard braking. Hard braking in a non-straight line can make the rear-end step out a tad, but otherwise it’s a very taut and controlled experience. Despite weighing in north of 3,100 pounds, I bet the Supra 2.0 would act more similarly to an ND Miata than otherwise on the track or a fun canyon road.
Bolstering this feeling of composure and connection are the Supra 2.0’s wheels are tires, which are 18-inch wheels with 255/40/18 front and 275/40/18 rear Michelin Pilot Super Sports. This is an epic amount of grip for a small sports car with 255 horsepower from the factory. The Supra not only looks great with these meats mounted up, but it has so much freaking grip in all fun-driving scenarios. I mentioned above that it takes some work to break them loose, but on the flip side I greatly appreciate this, as it corners with so much confidence, traction and stability control on or off.
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When it comes to the GR Supra’s most important input, its brakes, they take some getting used to. The pedal isn’t firm enough and the brakes themselves feel incredibly grabby. This could’ve been due to my tester being very fresh and having barely any miles on it, but the brakes were hard to modulate and maintain smoothness with. I never experienced any noticeable fade after lengthy bouts of spaghetti-like tarmac, but its 13-inch, single-piston front and 13-inch, single-piston rear brake package might not fare as well on a hot Summer day, or after a couple of laps on track.
The brake and gas pedals are also mighty close to each other, a sign that it really ought to sell with a 6-speed manual transmission option. But that’s an argument for another day.
Everything else about the 2022 Toyota GR Supra 2.0 are all check marks for a great sports car.
The interior, while tight and lacking some visibility, is still quite comfortable and fits my tall stature quite well. The trunk might be small, and any other form of storage might be lacking, but who cares? It’s a focused sports car with just enough space for a grocery run or brief road trip, and that's all it ought to be.
The seats have plenty of bolstering to hold you in for lateral G thrills on public roads, and feature a nice mix of leather and Alcantara. They can also be set really low, again a testament to the tiny Supra’s big potential for tall drivers. The BMW-sourced switchgear is of a very good quality, though the steering wheel’s diameter is a little too small for my liking. I love the GR Supra’s low-slung, far-back driving position, as you feel more in-tune with the chassis, and take comfort in the fact that there isn’t a whole lot of car in front of or behind you, so placing it on the road and getting an idea of its dimensions is quite easy.
The GR Supra is a very small sports car in 2022, and I really dig that. It’s a breath of fresh air in an era of ever-bloating curb weights, party foul dimensions to satisfy various modern safety standards, and generally homogeneous design across manufacturers. In the new car market, the 2022 GR Supra 2.0 looks like nothing else, and drives like nothing else. Especially with its very light front end, and overall nicely balanced chassis.
I hope this rowdy, athletic, engaging, and underrated sports car sticks around for a good long while. There’s word that the 3.0 will get a manual transmission option in the future… man I hope this one does, too. If it doesn't, at least we've got the 2022 Toyota GR86.
Peter Nelson is a freelance auto journalist based in Southern California. His bylines can be found on CarBibles.com, TheDrive.com, WindingRoad.com, MOTOR Magazine Australia, and the Donut Media YouTube Channel. His personal rides are a 2011 BMW 128i and 2014 Mazda2. When he's not writing, he's trying to figure out how to drive faster on track.