The 2004 Toyota Supra Unveiled Performance Legacy Evolution

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2004 supra toyota
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The 2004 Toyota Supra stands as a pivotal chapter in JDM automotive history, blending raw performance with cultural significance that transcends its era. Engineered as the final iteration of the fourth-generation MK4, this model introduced refined power outputs—ranging from the twin-turbocharged 2JZ-GTE to the naturally aspirated 3S-GE—while refining the chassis dynamics that defined its predecessors. Beyond its mechanical prowess, the Supra’s legacy was cemented through limited editions like the TRD and GT-S, alongside its global appeal in markets where JDM enthusiasts sought both track capability and street dominance. This analysis dissects its technical specifications, evolutionary design shifts, and enduring influence on tuning communities, offering a comprehensive perspective for owners, modifiers, and automotive historians alike.

The 2004 Supra’s production timeline, spanning from 2002 to 2004, marked the swan song of an iconic lineage, yet its impact persisted through aftermarket modifications and pop culture references. From its aerodynamic refinements—such as the front splitter and rear diffuser—to its engine configurations, each element was meticulously calibrated to balance performance and driver engagement. Comparisons with contemporaries like the Nissan 370Z and Mazda RX-7 FD further underscore its competitive edge, while its cultural footprint in media—from films to video games—solidifies its status as a modern classic. This exploration delves into the Supra’s technical intricacies, modification potential, and the driving dynamics that continue to captivate enthusiasts decades later.

2004 supra toyota

Technical Specifications and Engine Configurations of the 2004 Toyota Supra

The 2004 Toyota Supra, the final iteration of the fourth-generation (MK4) model, marked the culmination of Toyota’s collaboration with McLaren International Limited (MIL) before the brand’s hiatus. This generation introduced refined performance metrics, aerodynamic enhancements, and optional high-output engines that catered to both enthusiasts and track-focused drivers. Below is a detailed breakdown of its engine configurations, performance figures, and technical specifications, emphasizing the distinctions between the base and high-performance variants.

The 2004 Supra was available with two primary engine options: the naturally aspirated 3S-GE and the turbocharged 2JZ-GTE. These powertrains were paired with a 6-speed manual transmission (standard) or a 5-speed automatic, with the latter being less common in performance-oriented markets. The 3S-GE engine, while sharing its lineage with the Mk3, underwent revisions to improve reliability and output, while the 2JZ-GTE represented Toyota’s most potent production engine at the time, blending forced induction with twin-turbo technology.

Engine Configurations and Performance Metrics

The 2004 Supra’s engine lineup reflected Toyota’s dual approach to performance: a balanced naturally aspirated option and a high-revving, turbocharged powerhouse. Below are the key specifications for each configuration, including horsepower, torque, and other critical performance figures.

Naturally Aspirated: 3S-GE (2.5L Inline-6)

  • Displacement: 2,499 cc (2.5L)
  • Configuration: Inline-6, DOHC, 24-valve
  • Fuel System: Multi-point fuel injection with variable valve timing (VVT-i on later models)
  • Compression Ratio: 10.8:1
  • Horsepower: 220–230 hp (varies by market; some regions received upgraded ECUs for 230 hp)
  • Torque: 170–175 lb-ft (23–24 kg·m)
  • Redline: 7,600 RPM
  • Key Features:
  • Twin-camshaft design with individual throttle bodies (ITB) for improved throttle response.
  • Forged pistons and connecting rods for durability at high RPMs.
  • Lightweight forged crankshaft to reduce reciprocating mass.
  • Notable Variant: The Supra GT-S (Japan-only) featured a revised intake manifold and ECU tuning for an additional 10 hp, achieving 230 hp.

    • Turbocharged: 2JZ-GTE (3.0L Inline-6)

  • Displacement: 2,997 cc (3.0L)
  • Configuration: Inline-6, DOHC, 24-valve, twin-turbocharged
  • Fuel System: Multi-point fuel injection with intercooling and variable geometry turbos (VNT)
  • Compression Ratio: 8.5:1 (lower due to forced induction)
  • Horsepower: 330 hp (standard), 381 hp (Japan-spec GT-S with upgraded turbos and intercooler)
  • Torque: 315 lb-ft (42.7 kg·m) at 4,400 RPM (standard), 339 lb-ft (46.0 kg·m) (GT-S)
  • Redline: 7,300 RPM (standard), 7,600 RPM (GT-S)
  • Key Features:
  • Toyota’s most advanced turbocharged engine at launch, featuring twin sequential turbos for rapid spool-up.
  • Water-to-air intercooler to mitigate heat soak and improve efficiency.
  • Variable Valve Timing with intelligence (VVT-i) for optimized performance across RPM bands.
  • Forged internals and a high-strength block to handle boost pressures up to 18 psi (GT-S).
  • Dual-mass flywheel and reinforced transmission mounts to reduce drivetrain vibrations.
  • Notable Variant: The GT-S (Japan-exclusive) included larger turbos (TD04H-16G), upgraded intercooler, and revised ECU mapping, pushing output to 381 hp and 339 lb-ft.

    • Transmission and Drivetrain Specifications

    The 2004 Supra’s drivetrain was designed to complement its engine options, with a focus on precision shifting and track capability. The 6-speed manual transmission (Getrag-derived) became the standard for enthusiasts, while the 5-speed automatic (Aisin-derived) was offered primarily in non-performance markets.

    Manual Transmission (6-speed)

  • Gear Ratios (Standard 3S-GE/2JZ-GTE):
  • 1st: 3.909
  • 2nd: 2.254
  • 3rd: 1.571
  • 4th: 1.170
  • 5th: 0.891
  • 6th: 0.684
  • Reverse: 3.636
  • Final Drive Ratio: 4.30 (standard), 4.10 (GT-S for improved top-speed capability)
  • Clutch: Single-plate, 8-inch (203 mm) with 200 lb-ft (271 N·m) capacity (upgraded to 230 lb-ft (312 N·m) in GT-S).
  • Features:
  • Short-shifter with 27.5 mm throw for quicker upshifts.
  • Helical-cut gears for reduced noise and smoother engagement.
  • Limited-slip differential (LSD) available as an option (2.7:1 bias), standard on GT-S.

    • Automatic Transmission (5-speed)

  • Model: Aisin AW55-50SN
  • Final Drive Ratio: 4.30 (standard)
  • Features:
  • Lock-up torque converter for improved fuel efficiency.
  • Paddle shifters (optional on some markets) for manual-like control.
  • Less responsive than the manual, often criticized for lag in performance applications.

    • Chassis and Suspension Evolution from the Mk3

    The 2004 Supra’s chassis and suspension represented incremental yet meaningful improvements over the Mk3 (1993–1998), with a focus on aerodynamic efficiency, track stability, and comfort. Below are the key modifications and their evolutionary context.

    Front Suspension

  • Design: Double wishbone with coilovers (standard) or adjustable dampers (TRD models).
  • Key Upgrades Over Mk3:
  • Larger front sway bar (24 mm vs. 22 mm on Mk3) for reduced body roll.
  • Stronger subframe mounts to minimize flex under hard cornering.
  • Revised steering geometry with a 14.4:1 ratio (vs. 15.1:1 on Mk3) for quicker response.
  • Power steering (HPS) replaced the Mk3’s recirculating ball system, improving linearity.

    • Rear Suspension

  • Design: Multi-link with coilovers (standard) or TRD’s adjustable dampers.
  • Key Upgrades Over Mk3:
  • Independent rear suspension (IRS) retained, but with stiffer lateral links to reduce squat under acceleration.
  • Bushings upgraded to polyurethane in TRD models for reduced compliance.
  • Limited-slip differential (LSD) standard on GT-S to improve traction.

    • Aerodynamics and Body Modifications
    The 2004 Supra introduced subtle yet impactful aerodynamic refinements to reduce drag and improve downforce. Key visual and functional changes included:

    - Front Splitter: Deeper and more aggressive than the Mk3, with active aerodynamics (optional on some markets) to optimize airflow at high speeds.

  • Rear Diffuser: Expanded underbody diffuser to generate 100 kg (220 lb) of downforce at 120 mph (193 km/h), up from 80 kg (176 lb) on the Mk3.
  • Side Skirts: Extended full-length side skirts to direct airflow and reduce lift.
  • Rear Wing: Optional adjustable rear spoiler (TRD models) with three positions (0°, 30°, 60°) for track use.
  • Wheel Arch Extensions: Fender flares (

    • Performance & Tuning Potential of the 2004 Toyota Supra

    The 2004 Toyota Supra, powered by the 2JZ-GTE and 3S-GE engines, remains a benchmark for JDM performance, offering a blend of reliability, tunability, and raw power. Stock performance figures position it competitively against modern JDM sports cars, while its aftermarket support enables significant modifications for both forced induction and naturally aspirated setups. This section examines the Supra’s baseline capabilities, modification pathways, and the technical considerations for enhancing power, handling, and reliability.

    Stock Performance Figures and Comparative Analysis

    The 2004 Toyota Supra is available in two primary engine configurations: the 2JZ-GTE (3.0L twin-turbo inline-6) and the 3S-GE (2.0L supercharged inline-4). Stock performance metrics vary significantly between the two, with the 2JZ-GTE offering superior torque and acceleration, while the 3S-GE provides a more affordable entry into high-revving performance.

    2JZ-GTE (Stock Specifications):

  • 0-60 mph: ~5.2 seconds (with 270–280 hp and 315–330 lb-ft of torque).
  • Quarter-mile (1/4 mile): ~13.5 seconds at 105 mph.
  • Top speed: ~155–160 mph (electronically limited).
  • Power-to-weight ratio: ~13.5 lb/hp (with a curb weight of ~3,400 lbs).
  • Redline: 7,300 RPM (naturally aspirated) / 7,600 RPM (turbocharged).

    • 3S-GE (Stock Specifications):

  • 0-60 mph: ~6.5 seconds (with 276 hp and 238 lb-ft of torque).
  • Quarter-mile (1/4 mile): ~14.5 seconds at 98 mph.
  • Top speed: ~150 mph (electronically limited).
  • Power-to-weight ratio: ~12.3 lb/hp (with a curb weight of ~3,300 lbs).
  • Redline: 8,200 RPM.

    • Comparison to Modern JDM Sports Cars:

  • Nissan 370Z (2009, 3.7L V6): 0-60 mph in ~5.3 seconds, quarter-mile in ~13.8 seconds. The 370Z’s naturally aspirated V6 offers linear power delivery but lacks the torque and tuning potential of the 2JZ-GTE.
  • Mazda RX-7 FD (2002, 1.8L twin-turbo rotary): 0-60 mph in ~5.8 seconds, quarter-mile in ~13.0 seconds. The RX-7’s high-revving rotary engine excels in top-end performance but suffers from reliability concerns and limited low-end torque.
  • Toyota 86/GR86 (2012, 2.0L flat-4): 0-60 mph in ~6.5 seconds, quarter-mile in ~14.5 seconds. While modern in design, the 86’s power output and tuning ceiling pale in comparison to the Supra’s forced-induction options.

    • Key Takeaway:
    The 2JZ-GTE outperforms modern JDM rivals in torque and low-end power, making it ideal for drag racing and daily drivability. The 3S-GE, though less powerful, offers a more engaging driving experience with its high-revving nature and lower production costs, making it a favorite for enthusiasts seeking a balance between performance and affordability.

    Forced Induction Pathways: Turbo vs. Supercharger for the 2004 Supra

    The 2004 Supra’s 2JZ-GTE is inherently turbocharged, while the 3S-GE is supercharged. Each forced induction method presents distinct advantages and challenges, influencing power potential, reliability, and tuning complexity.

    Turbocharging (2JZ-GTE):
    Turbochargers spool up under load, delivering lag-free torque but requiring careful management of boost levels, intercooling, and fueling. The 2JZ-GTE’s stock turbos (Garrett T28/T30) are robust but limited to ~15–18 psi before reliability risks (e.g., oil leaks, timing chain stretch) emerge. Upgrading to larger turbos (e.g., Garrett GTX, BorgWarner EFR) or twin-scroll turbos improves throttle response and top-end power but demands supporting mods.

    Supercharging (3S-GE):
    Superchargers provide immediate power delivery due to direct mechanical drive but suffer from parasitic loss and heat-soak issues. The stock Mitsubishi MHI 05A supercharger on the 3S-GE is capable of ~10–12 psi before reliability concerns (e.g., bearing wear, oil dilution) arise. Upgrading to aftermarket superchargers (e.g., Eaton M90, Precision 1) or turbocharging (via 2JZ swap or standalone turbo kits) extends power potential but requires significant engine modifications.

    Fueling and Supporting Mods:
    Both forced induction paths require upgraded fueling systems to prevent detonation and ensure reliability:

  • Fuel injectors: Stock 2JZ-GTE injectors (440cc) are insufficient beyond ~300 hp; upgrading to 740cc+ injectors or port injection is necessary for high-boost setups.
  • Fuel pump: Upgrading to a high-flow electric pump (e.g., Walbro 450 LPH) or return-less system prevents fuel starvation.
  • Ignition system: Coil-over-plug (COP) or individual coil packs improve combustion efficiency at high RPM.
  • Oil and cooling: Full synthetic oil (5W-40 or 10W-40) and upgraded oil cooler mitigate heat and wear under boost.

    • Recommendation:

  • For torque and reliability: Stick with turbocharging (2JZ-GTE) and focus on twin-turbo or sequential turbo setups.
  • For immediate power and simplicity: Supercharging (3S-GE) is viable but limited by heat and parasitic loss; consider turbocharging for long-term gains.

    • Step-by-Step Guide to Modifying the 2004 Supra’s Engine

    Modifying the 2004 Supra’s engine involves incremental upgrades to balance power, reliability, and drivability. Below is a structured approach for turbocharged (2JZ-GTE) and supercharged (3S-GE) setups, prioritizing foundational mods before advanced tuning.

    Phase 1: Foundation (0–300 hp)
    1. ECU Tuning:

  • Stock ECU limitations: The 2JZ-GTE’s stock ECU (Toyota TEMS) is restrictive; aftermarket tuners (e.g., Haltech Elite, Link G4+, AEM Infinity) unlock full potential.
  • 3S-GE tuning: Stock ECU supports ~10–12 psi; aftermarket tuners (e.g., Standalone ECUs like Haltech Elite) enable 15+ psi with supporting mods.

    • 2. Exhaust System:

  • Cat-back exhaust (e.g., Supersprint, Scuderia): Improves flow and reduces backpressure, adding 10–20 hp.
  • Header-back (e.g., JE headers): Enhances scavenging, beneficial for NA and low-boost setups.

    • 3. Intake System:

  • Cold air intake (e.g., K&N, Supersprint): Increases airflow by 5–10%.
  • Ported intake manifold (3S-GE): Custom manifolds (e.g., Race Ready) improve high-RPM power.

    • 4. Fueling Upgrades:

  • Upgraded fuel pump (e.g., Walbro 450 LPH).
  • Larger fuel injectors (e.g., 740cc for 2JZ-GTE).

    • Phase 2: Mid-Tier (300–500 hp)
    1. Forced Induction Upgrades:

  • Turbo (2JZ-GTE):
  • Single turbo upgrade (e.g., Garrett GTX3582R).
  • Intercooler (e.g., Supersprint front-mount).
  • Supercharger (3S-GE):
  • Eaton M90 or Precision

    • 2004 supra toyota - Ilustrasi 2

    Driving Dynamics & Handling of the 2004 Toyota Supra

    The 2004 Toyota Supra (AE86) delivers a dynamic driving experience rooted in its balanced chassis architecture, which prioritizes agility and driver engagement. Stock suspension components—including MacPherson struts, a multi-link rear suspension, and a 50:50 weight distribution—create a platform that excels in both daily driving and performance applications. However, its handling characteristics are heavily influenced by tuning decisions, from suspension geometry to tire selection. Below, the stock setup is dissected alongside its contemporaries, followed by modifications that enhance grip, driftability, and track performance.

    Stock Suspension Setup & Handling Characteristics

    The 2004 Supra’s stock suspension is designed for a blend of comfort and sportiness, with key components including:
  • Front Suspension: MacPherson struts with coil springs, lower control arms, and rubber bushings. The struts incorporate progressive-rate springs to manage body roll while maintaining a compliant ride.
  • Rear Suspension: A multi-link design with a trailing arm and coil springs, offering better lateral stiffness than a solid axle but with inherent compliance for rear-wheel-drive balance.
  • Anti-Roll Bars: Front and rear bars (18mm and 15mm, respectively) reduce body roll but are relatively soft, allowing for a responsive yet forgiving feel.
  • Steering: A recirculating-ball mechanism with a 2.9:1 ratio, providing precise feedback at low speeds and a linear progression for high-speed stability.

    • Handling Behavior:

  • Cornering Grip: Stock tires (e.g., Bridgestone Potenza RE050) offer adequate grip for spirited driving, though understeer is pronounced due to the Supra’s front-biased weight distribution (53% front, 47% rear).
  • Body Roll: Moderate due to the soft anti-roll bars, but the MacPherson struts contribute to a slight toe-in under acceleration, exacerbating understeer.
  • Track Performance: Capable of competitive times on street tires (e.g., ~1:35 at Laguna Seca for a well-driven stock car), but lacks the precision of dedicated track cars due to compliance in bushings and suspension travel limits.

    • Comparison to Contemporaries: Handling Characteristics

    The 2004 Supra’s handling is often contrasted with its Japanese contemporaries, each offering distinct trade-offs in dynamics. Below is a structured comparison focusing on weight distribution, steering feel, and cornering balance:
    • Honda NSX (R192, 1997–2005)
      • Weight Distribution: 49% front, 51% rear (rear-biased). The NSX’s mid-engine layout reduces unsprung mass and improves traction, but the Supra’s front-heavy setup offers more predictable oversteer potential.
      • Steering Feel: Electric power steering (EPS) in later models provides a more linear response than the Supra’s mechanical system, though the NSX’s steering is heavier at low speeds.
      • Cornering Balance: Near-neutral handling with excellent grip from its double-wishbone front and multi-link rear. The Supra’s understeer is more pronounced, especially on low-grip surfaces.
      • Track Suitability: The NSX’s chassis is optimized for high-speed stability, with better aero downforce and less body roll, making it superior on long, fast corners.
    • Mazda RX-8 (2003–2008)
      • Weight Distribution: 42% front, 58% rear (extreme rear bias). The RX-8’s rotary engine placement demands aggressive rear traction management, unlike the Supra’s more balanced layout.
      • Steering Feel: Light, direct recirculating-ball steering similar to the Supra but with less feedback due to the RX-8’s wider track width and softer bushings.
      • Cornering Balance: Pronounced oversteer potential, especially with the RWD layout and limited slip differential (LSD). The Supra’s understeer makes it more forgiving for beginners.
      • Track Suitability
        • : The RX-8’s handling is raw and drift-prone, but its lack of aero downforce limits top-speed stability. The Supra’s stock setup is more versatile for mixed driving.
    • Nissan 350Z (2003–2009)
      • Weight Distribution: 52% front, 48% rear (front-biased like the Supra but with a heavier front end). The 350Z’s V6 layout provides better power delivery but at the cost of more understeer.
      • Steering Feel: Electric power steering (EPS) offers a more refined feel than the Supra’s manual system, with less effort required at high speeds.
      • Cornering Balance: Similar understeer tendencies, but the 350Z’s wider stance and stiffer suspension (e.g., coilovers in later models) improve grip on high-grip tires.
      • Track Suitability: The 350Z’s stock suspension is more track-oriented than the Supra’s, with better aero downforce (e.g., rear wing) and less body roll.

    Aftermarket Suspension Upgrades & Their Effects

    Modifying the 2004 Supra’s suspension can drastically alter its handling profile, from reducing body roll to improving driftability. Key upgrades and their impacts are outlined below:
    • Polyurethane Bushings
      • Effect on Handling: Replaces rubber bushings with poly, eliminating compliance and improving responsiveness. Reduces toe-in/out changes under acceleration, enhancing cornering consistency.
      • Lap Time Impact: Gains of 0.3–0.8 seconds per lap on street circuits (e.g., Laguna Seca) due to reduced suspension movement and improved weight transfer.
      • Comfort Trade-off: Harshness increases, especially over rough pavement. Best suited for track use or aggressive street driving.
      • Recommended Brands: Energy Suspension, KW Suspension, or BC Racing.
    • Coilover Kits
      • Effect on Handling:
        Adjustable damping and spring rates allow fine-tuning for grip (e.g., stiffer springs for track use) or comfort (softer springs for daily driving). Common setups include:
      • Track-Oriented: Tein 2.0 or BC Racing coilovers with 1.8–2.5" drop for optimal camber control.
      • Drift-Oriented: Lowering (~1.5") with softer springs to encourage oversteer and improve weight transfer.
      • Lap Time Impact: 0.5–1.2 seconds per lap with proper tuning, as coilovers enable optimal camber angles and reduced unsprung weight.
      • Driftability: Lowering increases rear grip, but excessive drop can cause premature tire wear. Pair with a limited slip differential (LSD) for better power delivery.
    • Sway Bar Upgrades
      • Front Sway Bar:
        Stock: 18mm → Upgrade to 22–28mm for reduced body roll without sacrificing too much compliance. Beyond 30mm, steering feel becomes numb.
      • Rear Sway Bar:
        Stock: 15mm → Upgrade to 18–22mm for better rear-end stability, especially with wider tires. Avoid over-stiffening, as this can induce understeer.
      • Lap Time Impact: 0.2–0.5 seconds per lap when balanced with tire pressure and alignment.
      • Drift Setup: Softer rear bars (e.g., 16–18mm) encourage oversteer, while stiffer front bars (e.g., 24mm) help manage power delivery.
    • Alignment Adjustments
      • Camber: Stock ranges

        The 2004 Toyota Supra remains a testament to the fusion of engineering precision and automotive passion, offering a platform that rewards both stock appreciation and aggressive modification. Its twin-turbo 2JZ-GTE and NA 3S-GE engines, paired with a chassis designed for precision handling, created a vehicle that excelled on both the street and track. The aftermarket’s embrace of the Supra—through forced induction upgrades, suspension refinements, and aerodynamic enhancements—has ensured its relevance in an era dominated by newer sports cars. As a cultural icon and a mechanical marvel, the 2004 Supra’s legacy endures, not merely as a relic of the past, but as a benchmark for performance, tunability, and driving excitement that continues to inspire the next generation of automotive enthusiasts.

        FAQ

        What is the 2004 Toyota Supra Mk4, and what makes it significant?

        The 2004 Toyota Supra Mk4 is the fourth generation of the Supra, known for its 3S-GE inline-6 engine (2JZ-GTE in turbo models), producing 276–330 hp depending on trim. It’s notable for its balance of performance, reliability, and drifting capability, especially in the GT and GT-S trims. The Mk4 is the last Supra produced before Toyota discontinued the model in 2002 (2004 models were essentially 2002 carryovers in some markets).

        Where can I find a 2004 Toyota Supra for sale, and what should I look for when buying one?

        You can find 2004 Toyota Supras for sale on platforms like Bring a Trailer, eBay Motors, Facebook Marketplace, or local dealerships specializing in JDM cars. Key things to check include engine condition (oil leaks, timing chain wear), transmission health (especially in manual models), and rust in the rocker panels or frame. A pre-purchase inspection by a Toyota specialist is highly recommended.

        How much does a 2004 Toyota Supra cost, and what factors affect its price?

        A 2004 Toyota Supra typically ranges from $10,000–$25,000+ depending on condition, mileage, and trim. Base models (e.g., 2.5L 3S-GE) are cheaper, while turbocharged GT/GT-S models with low miles or modifications command higher prices. Rust, service history, and desirability (e.g., drift-spec builds) also impact cost.

        What engine does the 2004 Toyota Supra have, and how reliable is it?

        The 2004 Supra comes with either the naturally aspirated 3S-GE (2.5L inline-6, ~220 hp) or the turbocharged 2JZ-GTE (3.0L inline-6, ~276–330 hp). The 2JZ-GTE is more powerful but prone to oil leaks and timing chain issues if not maintained. The 3S-GE is simpler and more reliable for daily driving. Both engines are durable with proper care.

        What is the 2004 Toyota Supra GT2, and how does it differ from other Supra trims?

        There is no official GT2 trim for the 2004 Toyota Supra; Toyota only offered the GT (turbo) and GT-S (higher-performance turbo) in the Mk4. Some aftermarket or tuner shops use "GT2" to refer to heavily modified Supras (e.g., upgraded turbos, intercoolers, or forced induction setups), but this is not a factory designation.

        How fast is the 2004 Toyota Supra 0-60 mph time?

        The 2004 Toyota Supra GT (turbo) accelerates from 0-60 mph in ~5.2–5.5 seconds, while the GT-S (with slightly more power and a quicker manual transmission) does it in ~5.0–5.3 seconds. The naturally aspirated 3S-GE model takes ~6.5–7.0 seconds. Times vary based on drivetrain (manual vs. auto) and modifications.

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