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The Toyota Supra MK4, also called the A80, is one of the most expensive 1990s Japanese performance cars to buy and own. Its reputation comes from the 2JZ engine, rear-wheel drive, manual-transmission availability, and a strong aftermarket. But the badge alone does not determine value: a naturally aspirated automatic, a factory Turbo six-speed, a Japanese-market import, and a heavily modified project can have very different prices and financial risks.
The fourth-generation Supra launched in Japan in May 1993, was sold in the United States through the 1998 model year, and continued in Japan until production ended in August 2002. This guide covers the important specifications, equipment differences, inspection points, and 2026 used-price benchmarks before you commit money to one.
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What is the MK4 Supra?
“MK4 Supra” refers to the fourth-generation Toyota Supra, identified by Toyota’s A80 chassis code. It is a two-door, rear-wheel-drive hatchback coupe with 2+2 seating and a front-mounted inline-six engine.
American buyers need to distinguish U.S.-market cars from Japanese- and European-market examples. Market affects engine output ratings, emissions equipment, transmission availability, steering position, trim names, safety equipment, and import paperwork. A Japanese RZ is not automatically equivalent to a U.S. Turbo, even when both use a 2JZ-GTE.
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Core specifications
| Specification | U.S. naturally aspirated | U.S. Turbo | Representative Japanese versions |
|---|---|---|---|
| Engine | 2JZ-GE, 3.0-liter inline-six | 2JZ-GTE, 3.0-liter sequential twin-turbo inline-six | 2JZ-GE or 2JZ-GTE |
| Advertised output | 220 hp, 209 lb-ft | 320 hp, 315 lb-ft | 225 PS or 280 PS |
| Drivetrain | Front engine, rear-wheel drive | ||
| Manual transmission | Five-speed | Six-speed Getrag V160/V161 | Five- or six-speed, depending on trim |
| Automatic transmission | Four-speed | Four-speed electronically controlled automatic with manual-shift function | Four-speed, depending on trim |
| Body | Two-door hatchback coupe with 2+2 seating | ||
| Representative Japanese dimensions | 4,520 mm long, 1,810 mm wide, 1,275 mm high; 2,550 mm wheelbase | ||
| Representative Japanese curb mass | Approximately 1,410 kg for an SZ to 1,540 kg for a GZ twin-turbo automatic, depending on trim and equipment | ||
Japanese specifications commonly quote output in PS, a metric unit that is not identical to U.S. horsepower. The often-repeated “every MK4 has 320 hp” claim is therefore wrong. The 320-hp figure applies to the U.S.-market Turbo specification; Japanese-market 2JZ-GTE cars were officially rated at 280 PS. (Sources: Toyota U.S. specifications; Toyota Japanese specifications.)
2JZ-GE versus 2JZ-GTE
2JZ-GE naturally aspirated engine
The 2JZ-GE is the naturally aspirated 3.0-liter inline-six used in non-Turbo Supra grades, including the U.S. base car and Japanese SZ variants. It is a legitimate factory engine, not an incomplete version of a Turbo car.
Converting a GE car to Turbo specification involves much more than attaching turbochargers. Fuel delivery, engine management, exhaust, intercooling, cooling, oiling, wiring, drivetrain components, and internal-engine parts all need to be assessed. A GE-to-GTE conversion may be well executed, but it should not be priced as an original factory Turbo without extensive documentation.
2JZ-GTE twin-turbo engine
The 2JZ-GTE is a 2,997-cc, DOHC, 24-valve inline-six with Toyota’s sequential twin-turbo system. It is not simply a parallel twin-turbo arrangement. The factory system uses control valves, actuators, vacuum lines, intercooler plumbing, and engine-management strategies to bring the turbochargers in progressively.
The engine has a strong durability reputation and enormous aftermarket support, but “indestructible” is not a useful buying standard. A 30-year-old 2JZ can have oil leaks, deteriorated hoses, cooling-system corrosion, turbo wear, wiring faults, fuel-system problems, overheating damage, or poor-quality modifications. The condition of the individual engine matters more than internet folklore. Toyota continues to list selected A80 replacement and reproduction parts through its GR Heritage Parts program; check current availability and applicability before relying on a part being obtainable. (Source: Toyota GR Heritage Parts A80 list.)
Transmission choices and their effect on value
The Getrag six-speed manual is one of the most desirable A80 features, particularly in an original U.S.-market Turbo. However, not every Turbo was manual. Factory Turbo cars were also sold with a four-speed automatic, and Toyota’s U.S. history information notes a one-year six-speed hiatus for 1996. Verify the model year and transmission rather than trusting an advertisement. (Source: Toyota Supra history.)
- Five-speed manual: Common on naturally aspirated cars and some non-U.S. variants.
- Six-speed manual: The Getrag V160/V161, associated primarily with Turbo models and highly valued by collectors.
- Four-speed automatic: Available on naturally aspirated and Turbo versions; Turbo applications included an electronically controlled manual-shift function.
A six-speed conversion can improve a car’s appeal, but an aftermarket conversion is not the same as a factory six-speed for valuation, insurance, or originality purposes. Ask for transmission identification and invoices.
Chassis, brakes, suspension, and equipment
The A80 uses independent four-wheel suspension with a double-wishbone layout. Toyota highlighted aluminum suspension components, Bilstein dampers on the Japanese RZ, four-wheel disc brakes, four-channel ABS, and a high-capacity brake master cylinder. Applicable Turbo models could also have electronic traction control.
Depending on market, year, and trim, factory equipment included:
- Power steering and power windows
- Four-wheel disc brakes and ABS
- Removable Sport Roof, often called a targa roof
- Optional rear spoiler
- Front and passenger-side airbags on applicable markets
- Hatchback cargo access
- Turbo-specific staggered tire sizes
The rear spoiler was designed to create downforce without blocking rear visibility. Some Japanese-market cars also offered a retractable front spoiler that operated above roughly 90 km/h and retracted below roughly 70 km/h when automatic operation was selected. Equipment varies enough that trim names should always be tied to the car’s original market. (Source: Toyota A80 features.)
Important model-year and market differences
| Period | What buyers should know |
|---|---|
| 1993 | The A80 arrived in the U.S. for the 1993 model year, with naturally aspirated and 320-hp Turbo versions. |
| 1994–1996 | Equipment, colors, emissions details, and availability varied. A car advertised as a 1996 factory six-speed deserves careful verification. |
| 1997 | Exterior and interior details were revised, including front-end changes. Many cars now have replacement bumpers, lights, wheels, or spoilers. |
| 1998 | The final U.S. model year. Emissions regulations contributed to the Supra leaving the U.S. market. |
| Through August 2002 | Japanese-market A80 production continued after the U.S. model ended. |
For a Japanese import into the United States, the federal 25-year rule generally concerns a vehicle’s manufacture date, not merely its model year. Import eligibility does not automatically guarantee state registration, emissions compliance, inspection approval, insurance availability, or a clean title. Confirm the paperwork with Customs, NHTSA, your state motor-vehicle agency, and your insurer before paying a deposit. (Source: NHTSA importation FAQ.)
What to inspect before buying
A pre-purchase inspection by a shop familiar with modified Japanese performance cars is one of the best uses of money in this market. A visual inspection and a short test drive are not enough.
- Confirm identity and specification. Match the VIN, chassis identity, engine number, transmission, steering position, title, and import records. Determine whether the car is a factory Turbo or a GE chassis with a turbo conversion.
- Check for structural rust and repairs. Inspect the floor, rocker panels, suspension pickup points, subframes, hatch area, spare-tire well, windshield surround, and roof area. A polished exterior can conceal collision repair.
- Test the engine and cooling system. Look for leaks at the cam seals, front and rear main seals, valve covers, and oil pan. Request evidence of timing-belt and water-pump replacement. Check for overheating history, unstable idle, fuel-trim problems, smoke, and turbo shaft play.
- Evaluate the sequential turbo system. Delayed boost, abnormal transition between turbo stages, boost leaks, damaged vacuum lines, or aftermarket control systems can indicate expensive diagnosis or a conversion to single turbo.
- Test the drivetrain. Look for gear crunching, clutch slip, hydraulic leaks, differential noise, driveshaft vibration, worn differential mounts, automatic-transmission flare, and delayed engagement.
- Audit modifications. Request receipts, dyno sheets, tuning records, compression or leak-down results, and details for the ECU, injectors, fuel system, intercooler, turbocharger, clutch, differential, brakes, suspension, and wiring.
- Price replacement parts realistically. Missing interior panels, original wheels, seats, lights, spoilers, and trim can be costly or difficult to source. Toyota’s GR Heritage Parts program lists selected A80 parts, but availability and pricing can change.
“Unmodified” should mean more than a standard-looking engine bay. Check the ECU, injectors, exhaust, boost control, intercooler, suspension, wheels, wiring, and underside.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Used prices in 2026
There is no reliable single price for an MK4 Supra. Factory Turbo status, transmission, market, mileage, originality, accident history, rust, title status, documentation, and modification quality all materially affect value.
Current market benchmarks
| A80 category | Reported CLASSIC.COM market benchmark |
|---|---|
| U.S.-style Base Model, 1993–1998 | $62,522 |
| U.S.-style Twin Turbo, 1993–1998 | $98,150 |
| Japanese RZ/GZ, 1993–2002 | $50,255 |
| Japanese SZ/SZ-R, 1993–2002 | $37,943 |
These are CLASSIC.COM market benchmarks, not guaranteed selling prices. Its A80 page showed only 22 cars for sale across its categories when crawled, with small samples in several submarkets. A few unusually original, low-mileage, or modified cars can therefore move the headline number sharply. (Source: CLASSIC.COM A80 market page.)
Hagerty’s July 2026 valuation page listed approximately $69,650 for a 1994 naturally aspirated MK IV in good condition with average specification and approximately $57,300 for a condition-3 coupe valuation. Hagerty’s page also showed selected 2026 auction results ranging from roughly $60,375 to $107,100. (Source: Hagerty valuation page.)
Recent 2026 Bring a Trailer results illustrate the spread: a 1993 naturally aspirated automatic sold for $66,000; a 1993 Turbo six-speed for $97,000; a 33,000-mile 1993 Turbo six-speed for $126,726; a 1996 Turbo six-speed for $73,333; a 1996 Japanese RZ-S Turbo six-speed for $60,000; and a modified 1994 Turbo six-speed for $74,000. (Source: Bring a Trailer result.)
Do not treat those sales as an automatic price guide for a car you found online. Auction outcomes can reflect unusually strong documentation, bidding competition, reserve decisions, buyer fees, or a seller’s presentation. In addition to the purchase price, budget for inspection, shipping, import or registration costs, insurance, tires, fluids, timing-belt service, cooling-system work, and unexpected age-related repairs.
Common claims that can mislead buyers
| Claim | More accurate conclusion |
|---|---|
| Every MK4 is twin-turbo. | Factory naturally aspirated 2JZ-GE cars were sold in several markets. |
| Every MK4 makes 320 hp. | 320 hp refers to the U.S.-market Turbo; Japanese ratings were different. |
| Every Turbo has a six-speed. | Factory Turbo automatics exist, and six-speed availability varied by market and year. |
| All A80s ended in 1998. | U.S. sales ended after 1998, while Japanese production continued until August 2002. |
| A Japanese 280-PS car is just a detuned U.S. 320-hp car. | Market-specific engines, emissions equipment, components, and rating standards must be considered. |
| A stock-internals 2JZ reliably makes 1,000 hp. | High-power builds exist, but reliability depends on condition, fuel, calibration, boost, and supporting systems. |
| A 25-year-old Japanese Supra is legal everywhere in America. | Federal import eligibility is separate from state title, emissions, inspection, and insurance rules. |
Which MK4 Supra is the safer purchase?
For collectability and resale demand, the strongest starting point is generally a rust-free, structurally original, documented car with a verifiable factory specification. A genuine Turbo six-speed may command a premium, but paying that premium for an undocumented conversion is a different financial decision.
A naturally aspirated automatic can be a more accessible entry point, but lower purchase price does not eliminate inspection and maintenance costs. For any version, prioritize clean title and import records, professional inspection, compression or leak-down results, cooling-system and timing-belt records, sound interior and body parts, and modifications that are either minimal or fully documented.
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How much does a Toyota Supra MK4 cost in 2026?
Reported 2026 benchmarks range from about $37,943 for Japanese SZ/SZ-R cars to $98,150 for U.S.-style Twin Turbo models. Individual sales can be materially higher or lower depending on condition, originality, mileage, transmission, market, title history, and modifications.
Is every MK4 Supra twin-turbo?
No. Toyota sold factory naturally aspirated versions using the 2JZ-GE. A naturally aspirated car converted to Turbo specification should not be valued or represented as an original factory Turbo without strong documentation.
Is the 2JZ-GTE engine reliable?
The 2JZ-GTE has a strong durability reputation, but age and maintenance still matter. Oil leaks, overheating, deteriorated hoses, turbo wear, wiring problems, poor tuning, and excessive boost can create major repair bills.
Can I import a Japanese MK4 Supra into the United States?
A nonconforming Japanese-market vehicle can generally qualify for permanent import once it is at least 25 years old based on its manufacture date. You must still complete the required federal paperwork and satisfy separate state registration, emissions, inspection, title, and insurance requirements.
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The MK4 Supra is valuable because of its engineering, scarcity, and reputation, but those same factors make mistakes expensive. Verify the factory specification, inspect the chassis and drivetrain, document every modification, and compare actual market evidence rather than relying on the words “Turbo,” “six-speed,” or “original” in a listing. The best financial purchase is usually the most honestly represented and thoroughly documented car—not necessarily the cheapest one.
Quick Recap
Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on Amazon at the time of purchase will apply.
