Exploringthe Gen 1 Supra s Legacy and Engineering Mastery

Historical Context and Evolution of the Gen 1 Supra

The Supra’s development was influenced by Toyota’s Celica Supra concept, which debuted at the 1983 Tokyo Motor Show, previewing the twin-turbocharged inline-six engine that would define the production model. Unlike its predecessors, the Gen 1 Supra was engineered from the ground up as a luxury-oriented performance coupe, incorporating double-wishbone suspension, active aerodynamics, and a mid-mounted engine (later shifted to front-midship). Its timeline includes key milestones such as the 1986 launch (A80), the 1989 facelift (A81), and the 1993 discontinuation, with production spanning seven model years across three primary variants: Base, Turbo, and Turbo II.

Origins and Design Philosophy

The Supra’s front-midship layout (engine slightly ahead of the rear axle) was a compromise between Porsche’s mid-engine purity and the practicality of a front-engine design, allowing for a 50:50 weight distribution in later models. This layout also facilitated better handling than the RX-7’s rear-biased setup while avoiding the understeer common in front-engine cars like the BMW M3 (E30).

Key Milestones and Model Variants

1. 1986–1988 (A80 Chassis)
   • The first-generation Supra (A80) debuted in January 1986 as a 1987 model year vehicle, featuring the 2.8L 7M-GE inline-six (base model) and the 3.0L 2JZ-GTE twin-turbo (Turbo variant). The Turbo model produced 280 PS (206 kW) and 363 Nm (267 lb-ft), making it one of the most powerful production cars of its time.
   • Design highlights:
     • Active rear spoiler (deployed at 80 km/h for downforce).
     • Double-wishbone front suspension and multi-link rear suspension (derived from the Crown Majesta).
     • Ventilated disc brakes with ABS (optional in later years).
   • Market reception: Initially sold as the Toyota Celica Supra in the U.S. due to legal restrictions on the "Supra" name (shared with the Toyota Celica in some markets). The Turbo variant was discontinued in 1988 due to emissions regulations and rising costs of turbocharging technology.
2. 1989–1992 (A81 Chassis, Facelift)
   • The A81 facelift arrived in 1989, addressing the 1988 Turbo’s discontinuation with the introduction of the Turbo II (2JZ-GTE) and Turbo Special Edition (TSE). Key changes included:
     • Redesigned front bumper (less aggressive, compliant with U.S. emissions standards).
     • Improved interior with leather upholstery, power windows, and a revised dashboard.
     • Engine upgrades: The 2JZ-GTE received revised turbochargers (IHI VF29), intercoolers, and fuel injection, boosting power to 320 PS (235 kW) in the Turbo II (1990).
   • Notable variants:
     • Turbo II (1990–1992): Featured larger turbos, upgraded fuel system, and revised suspension geometry for better handling.
     • Turbo Special Edition (1991–1992): Limited-edition model with unique paint schemes (e.g., "Black Cherry"), BBS wheels, and sport-tuned suspension.
     • Japanese Domestic Market (JDM) "Limited" (1992): Exclusive to Japan, featuring adjustable suspension, Bilstein shocks, and a 350 PS (257 kW) version (via forced induction tuning).
   • Technical refinements:
     • Improved aerodynamics: Cd reduced to 0.27 through recontoured rear spoiler and side skirts.
     • Chassis stiffening: Welded subframe and reinforced A-pillars to enhance rigidity.
     • Drivetrain upgrades: Limited-slip differential (LSD) became standard in Turbo II models, and 5-speed manual transmissions were retained despite the shift toward automatics in luxury cars.
3. 1993 (Discontinuation and Legacy)
   • The Gen 1 Supra was discontinued in 1993 due to:
     • Changing market trends: The rise of 4WD performance cars (e.g., Toyota Supra A90’s 4WD option) and European front-wheel-drive hot hatches (e.g., BMW M3 E36).
     • Emissions regulations: Stricter U.S. and Japanese emissions laws made the 2JZ-GTE’s twin-turbo setup increasingly costly to comply with.
     • Toyota’s strategic shift: Focus on corporate and family sedans, with the A90 Supra (1993–2002) being a repositioned Lexus IS-F inspired model.
   • Legacy impact:
     • Established Toyota’s performance credibility, paving the way for the AE86 Corolla GT-S, AE108 Chaser/Leopard, and A90 Supra.
     • Cult following in tuning and motorsport circles, particularly in drift (e.g., "Supra Drift" culture in the 1990s) and time attack.
     • Influence on aftermarket tuning: The 2
       

       Engineering and Technical Breakdown of the Gen 1 Toyota Supra

       The Gen 1 Toyota Supra (A70 chassis) exemplified a fusion of Japanese engineering precision and performance-oriented design, particularly through its twin-turbocharged inline-6 engine and rear-wheel-drive architecture. Its mechanical specifications defined its era, balancing raw power with refined handling—a hallmark of Toyota’s performance division in the 1980s and early 1990s. Below is a detailed dissection of its powertrain, chassis dynamics, and braking systems, emphasizing their technical contributions to the Supra’s identity.
       

       Powertrain: The 3.0L Type 9A Twin-Turbo Inline-6 Engine

       The heart of the Gen 1 Supra was the 3S-GTE engine, an evolution of Toyota’s naturally aspirated inline-6, adapted for forced induction with twin Garrett T25 turbochargers. Key specifications included:
       
     • Displacement: 2,962 cc (3.0L), with a 9.0:1 compression ratio (reduced from the NA 7M-GE’s 10.5:1 to mitigate turbocharging stress).
     • Turbocharger Setup: Sequential twin-turbo configuration with Garrett T25 units, optimized for spool characteristics—one turbo engaged at lower RPMs, the second activating at ~4,000 RPM to reduce lag. Wastegate control was managed via a vacuum-modulated system, later refined in 1993 with electronic wastegate control (EWG) for improved response.
     • Fuel Delivery: Bosch Motronic 2.1 engine management (1986–1992) transitioning to Motronic 5.2 (1993–2002), featuring multi-point fuel injection with 120° phased fuel injection for precise cylinder-to-cylinder distribution. Early models used mechanical fuel pumps, replaced by electric pumps in later years for reliability.
     • Power Output:
     • 1986–1992 (3S-GTE): 220 hp (164 kW) @ 5,600 RPM, 288 lb-ft (390 Nm) torque @ 4,400 RPM.
     • 1993–2002 (3S-GTE with EWG): 220 hp (164 kW) @ 5,600 RPM, 288 lb-ft (390 Nm) torque @ 4,000 RPM (slightly broader torque curve).
     • Intercooler: Front-mounted air-to-air intercooler with a 300 mm diameter radiator core, reducing intake charge temperatures by up to 50°C compared to naturally aspirated variants.

     Notable Design Quirk: The 3S-GTE retained a cast-iron block (unlike the aluminum-block 1JZ-GTE of later generations) to withstand turbocharging stresses, though this added weight (~300 lbs/136 kg) relative to contemporary aluminum engines.

     Chassis and Suspension: Rear-Wheel Drive and Independent Multi-Link Geometry

     The Gen 1 Supra’s rear-wheel-drive (RWD) layout and independent suspension were critical to its handling prowess, particularly in the context of its era. The front featured a MacPherson strut setup with coil springs and anti-roll bars, while the rear employed a multi-link independent suspension (MLIS), a rarity in JDM performance cars of the time. This configuration provided:
     
     • Camber Control: The MLIS allowed adjustable camber angles (±1.5°) under dynamic loads, reducing tire wear and improving grip during aggressive cornering. The subframe-mounted rear axle isolated drivetrain vibrations, enhancing ride comfort without sacrificing stability.
     • Weight Distribution: A 52:48 front-to-rear bias (lighter than the 55:45 of the RX-7 or 60:40 of the Corvette) optimized traction, though RWD understeer was inherent—mitigated by the limited-slip differential (LSD) in the A70 chassis (standard in 1993+ models).
     • Steering Geometry: A recirculating-ball steering rack with a 14.5:1 steering ratio provided precise feedback, while power steering (introduced in 1987) reduced driver fatigue on long runs. The track width of 59.3 inches (150.6 cm) and wheelbase of 99.6 inches (253 cm) balanced agility and stability.

     Handling Trade-offs: The Supra’s RWD layout prioritized linear power delivery and rear-biased weight distribution, but its stiffer suspension tuning (relative to the NA 7M-GE) sacrificed some compliance over rough pavement. The MLIS, however, allowed for better tire contact patches in high-G maneuvers, a trait later emulated in the 1JZ-based Supra.

     Transmission Options and Performance Impact

     The Gen 1 Supra offered two transmission choices, each influencing acceleration and fuel efficiency differently. The following table summarizes their specifications and real-world implications:
     

     Transmission Type	Gear Ratios	Final Drive Ratio	0–60 mph (0–97 km/h) Acceleration	Top Speed	Fuel Efficiency (City/Hwy, MPG)	Notes
     5-Speed Manual (Getrag 265)	1st: 3.364 2nd: 2.083 3rd: 1.375 4th: 1.000 5th: 0.750 Reverse: 3.364	4.30	5.8 seconds (1986–1992)	155 mph (249 km/h)	16/24 MPG (US)	Direct driver engagement and shorter gear ratios in lower gears improved launch performance. Clutch wear was a common issue due to the twin-turbo’s torque spikes, requiring frequent replacements. No overdrive in 5th gear, maintaining engine RPMs in cruising for better turbo efficiency.
     4-Speed Automatic (A241E)	1st: 2.636 2nd: 1.555 3rd: 1.000 4th: 0.704 (overdrive) Reverse: 2.211	4.30	6.5 seconds (1986–1992)	150 mph (241 km/h)	15/23 MPG (US)	Overdrive in 4th gear improved fuel efficiency but reduced top-end acceleration. Torque converter lockup (introduced in 1993) enhanced efficiency and reduced lag. Less driver involvement led to softer throttle response compared to the manual.

     Performance Context: The manual’s shorter gearing and direct engagement made it the preferred choice for enthusiasts, while the automatic’s overdrive and lockup converter appealed to daily drivers. The 1993+ models with EWG and improved transmission tuning reduced 0–60 mph times by 0.2–0.3 seconds in both transmissions
     

     

     Performance Metrics and Real-World Capabilities of the Gen 1 Toyota Supra

     The Gen 1 Toyota Supra (A70) established itself as a benchmark for JDM performance cars of the 1980s and early 1990s, blending raw power with agile handling. Its capabilities were defined by a combination of engine tuning options, lightweight chassis design, and a rear-wheel-drive platform optimized for spirited driving. Below is an analysis of its measurable performance, driving dynamics, and comparative advantages against contemporaries, grounded in historical data and driver feedback.
     

     Side-by-Side Performance Metrics Across Production Years

     The Gen 1 Supra’s performance evolved alongside its engine options, with the 20V turbocharged (7M-GTE) and naturally aspirated (5M-GE) variants delivering distinct characteristics. Track-tested data from the era—compiled from Car and Driver, Road & Track, and Autosport—reveals how minor updates influenced acceleration, top speed, and quarter-mile times. Below is a consolidated table comparing key models:
     

     Model Year	Engine	Power (SAE Net)	0-60 mph (sec)	Quarter-Mile (sec @ mph)	Top Speed (mph)	Weight (lbs)	Power-to-Weight (hp/ton)
     1986–1987	2.0L 5M-GE (NA)	160 hp	7.5–7.8	15.5–15.8 @ 90–92	130–135	2,750–2,800	140–145
     1987–1989	2.0L 7M-GTE (Turbo)	200 hp	6.0–6.3	14.0–14.3 @ 98–100	140–145	2,850–2,900	150–155
     1990–1993	2.0L 7M-GTE (Turbo, revised)	220 hp	5.6–5.9	13.5–13.8 @ 102–105	145–150	2,900–2,950	160–165
     1993 (Limited Edition)	2.0L 7M-GTE (Turbo, high-compression)	230 hp	5.5–5.7	13.3–13.6 @ 105–107	150	2,950	167

     Notes:
     

     0-60 mph times improved incrementally due to refined turbocharger response and gearing adjustments.

     Quarter-mile performance reflects the Supra’s balance between acceleration and traction, with later models benefiting from stiffer suspensions (e.g., 1990+ models with revised rear anti-roll bars).

     Top speed was constrained by aerodynamic limitations (drag coefficient ~0.35) and turbo lag in early models, though later revisions with intercoolers and upgraded turbos (e.g., Garrett T25) pushed limits closer to 150 mph.

     Driving Dynamics and Driver Feedback

     The Gen 1 Supra’s handling philosophy prioritized weight distribution (55:45 front:rear), a short wheelbase (96.6 inches), and a live rear axle—features that created a platform capable of both precision and controlled oversteer. Driver feedback from the era, documented in Motor Trend and Sports Car International, highlights three defining traits:

     1. Balance and Turn-in
     The Supra’s MacPherson strut front suspension and 4-link rear setup delivered sharp, linear steering with minimal understeer in daily driving. Early models (pre-1988) suffered from vague handling at the limit due to soft bushings, but 1988+ revisions with firmer mounts and revised camber curves improved cornering grip. Road & Track (1989) noted that the Supra could "hug a racetrack like a shadow" in the hands of an experienced driver, though it required deliberate throttle modulation to avoid sudden rear-end rotations.

     2. Oversteer and Drift Potential
     The rear-wheel-drive layout and light weight (under 3,000 lbs in NA form) made the Supra a natural candidate for drifting. The 7M-GTE’s torque curve (peak at 4,800 RPM) provided ample power to initiate slides, while the limited-traction system (LTS, optional) could be toggled off for purist drifts. Drivers in Autosport (1991) praised the Supra’s ability to "rotate predictably" on exit, though the live axle could induce unpredictable tail-outs if the rear tires lost adhesion. The 1990+ models with revised rear geometry reduced this effect, making the car more stable in aggressive spirited driving.

     3. High-Speed Cornering and Stability
     The Supra’s aerodynamic downforce (estimated 500–600 lbs at 120 mph) and wide track (58.3 inches) contributed to stability at speed. On circuits like Laguna Seca, drivers reported that the car could maintain grip through third-gear corners at 100+ mph without excessive body roll. However, the lack of an active rear spoiler (until the 1993 Limited Edition) meant that top-speed stability was marginal above 140 mph, where turbulence could induce lift. Car and Driver (1993) described the Supra as "a missile with manners," capable of sustained high-speed maneuvers but requiring constant driver input to manage oversteer.
     

     Daily Driving Strengths and Weaknesses

     The Gen 1 Supra’s performance came with trade-offs that influenced its practicality and reliability. Below is a summary of owner-reported experiences, synthesized from forums (e.g., Supra Owners Club), service manuals, and historical maintenance records:
     

     Strengths:
     

     Engaging Driving Experience: The NA 5M-GE and turbocharged 7M-GTE offered distinct personalities—linear power delivery in the former and exhilarating boost spikes in the latter—both of which fostered driver connection.

     Lightweight and Nimble: The Supra’s curb weight (under 3,000 lbs in NA trim) made it responsive in city traffic and capable of tight parking lot maneuvers, a rarity among contemporaries like the Nissan 300ZX Turbo (3,300+ lbs).

     Aftermarket Support: The platform’s popularity ensured a robust aftermarket for engine upgrades (e.g., BM-series swaps, forced induction kits) and suspension tuning (e.g., Coilover conversions).

     Reliability (with Maintenance): Early models (pre-1988) were prone to issues, but later revisions with improved cooling systems and revised turbocharger designs (e.g., 1990+ Garrett T25) reduced catastrophic failures.

     Weaknesses:
     

     Turbo Lag and Boost Management: The 7M-GTE’s single Garrett T2 turbo suffered from notable lag (0.8–1.2 seconds) and required careful throttle control to avoid wheelspin. Later models with intercoolers mitigated this but introduced new risks (e.g., o

     Cultural Impact and Legacy of the Gen 1 Toyota Supra

     The Gen 1 Toyota Supra transcended its role as a performance sedan to become an icon of automotive culture, embedding itself in motorsport history, pop culture, and tuner subcultures. Its aggressive styling, raw power, and competitive pedigree made it a symbol of speed and rebellion, influencing generations of drivers, designers, and enthusiasts. Beyond its mechanical achievements, the Supra’s legacy persists through its presence in racing, media, and collector communities, cementing its status as one of the most culturally significant JDM cars of all time.
     

     Motorsport Dominance and Racing Heritage

     The Gen 1 Supra’s motorsport legacy is defined by its aggressive participation in endurance racing, particularly in the IMSA GT Championship and JGTC (Japanese Grand Touring Championship). Toyota’s factory-backed efforts, combined with privateer teams, elevated the Supra to a formidable competitor in the 1980s and early 1990s.

     The GT-A (Group A) and GT-B (Group B) variants were purpose-built for racing, featuring reinforced chassis, aerodynamic upgrades, and high-performance engines. The GT-A, based on the AE86 Corolla, dominated Group A racing in Japan, while the GT-B, derived from the AE86 Trueno, was a Group B homologation special. In IMSA, the Supra’s GT-A and GT-B versions, particularly the AE86 GT-B, achieved notable success, including podium finishes at Daytona 24 Hours and Sebring. Drivers such as Danny Sullivan, Al Holbert, and Masahiro Hasemi contributed to the Supra’s racing reputation, with Hasemi’s 1986 IMSA GT Championship win in a Toyota Supra marking a historic milestone.
     

     The AE86 GT-B remains one of the most iconic Group B cars, its lightweight chassis and turbocharged 2.0L engine delivering over 300 horsepower—a feat that made it a fearsome competitor in its era.

     Pop Culture and Media Presence

     The Gen 1 Supra’s influence extends into film, television, music, and video games, where it became a shorthand for speed, rebellion, and Japanese automotive prowess. Its appearances in media reinforced its status as a cultural touchstone, often associated with high-octane action and youthful defiance.

     In film and television, the Supra appeared in:
     

     "The Fast and the Furious" (2001) – While later films focused on the AE86, the Gen 1 Supra’s aesthetic influenced the franchise’s JDM aesthetic.

     "Initial D" (1995 anime) – Though the AE86 Trueno was the star, the Supra’s styling and performance ethos shaped the series’ racing culture.

     "Gone in 60 Seconds" (1974) – Early iterations of the Supra’s predecessor, the Toyota Celica, appeared, foreshadowing its later dominance.

     "Drive" (2011) – The Supra’s aggressive silhouette and tuning culture were subtly referenced in the film’s aesthetic.

     In video games, the Supra’s presence is ubiquitous:
     

     "Gran Turismo" series – The AE86 and Supra are staple tunable models, with the Supra’s GT-A and GT-B variants appearing in racing circuits.

     "Forza Horizon" and "Need for Speed" – The Supra is a recurring high-performance JDM choice, often featured in drifts and time trials.

     "Initial D Arcade Stage" – The Supra’s tuning culture is central to the game’s competitive scene.

     In music, the Supra’s sound and image have been immortalized in:
     

     Hip-hop and rap – Artists like Kanye West and Jay-Z have referenced the Supra in lyrics, linking it to luxury and performance.

     J-pop and rock – Japanese bands often feature the Supra in music videos, symbolizing speed and youth culture.

     Iconic Modifications and Tuner Builds

     The Gen 1 Supra’s aftermarket scene thrived in the 1980s and 1990s, with tuners pushing its limits through engine upgrades, aerodynamic enhancements, and suspension tweaks. These modifications not only improved performance but also defined the Supra’s reputation as a tuner’s dream car.

     Key modifications and builds include:
     

     BNR (Big Natural Ram) Builds – Popularized by Japanese tuners, these builds focused on naturally aspirated 7M-GE engines with high-flow heads, big valves, and aggressive camshafts, delivering 250+ horsepower without forced induction.

     Turbocharged Conversions – Early turbo kits, such as those from Garrett T25/T28, boosted the 5M-GE and 7M-GE engines to 300–400 horsepower, making the Supra a street-legal speed demon.

     AE86 Swaps – The AE86’s 4AGE engine was often transplanted into Supra chassis for a lighter, more responsive driving experience.

     Aerodynamic Upgrades – Front lip spoilers, rear diffusers, and side skirts (e.g., Tom’s, Nismo, or BBI) improved downforce and track performance.

     Suspension and Braking – Coilovers (KW, Tein), big brake kits (Brembo, AP Racing), and sway bars transformed handling, making the Supra a capable drift and circuit car.

     Interior and Styling – Recaro seats, digital dash upgrades, and custom paint schemes (e.g., two-tone, matte finishes) became status symbols in tuner circles.

     The "BNR" philosophy—maximizing power through naturally aspirated tuning—became synonymous with the Supra’s tuning culture, influencing later JDM builds and street performance cars.

     Modern Legacy and Collector’s Appeal

     Decades after its discontinuation, the Gen 1 Supra remains a collector’s grail and a cornerstone of automotive culture. Its rarity, especially for low-mileage examples and race-spec variants, has driven prices to six-figure sums for pristine specimens. The Supra’s enduring appeal is fueled by:
     

     Aftermarket Support – A thriving global community of tuners, restorers, and part suppliers ensures the Supra remains relevant, with modern turbo kits, ECU flashes, and suspension upgrades keeping it competitive.

     Community Events – Supra meets, drift competitions, and classic car shows (e.g., Tokyo Auto Salon, SEMA, Goodwood Festival of Speed) celebrate the Supra’s legacy, with modified and stock examples drawing crowds.

     Cultural Resurgence – The 2020 Toyota GR Supra (A90) revived interest in the original, with modern buyers seeking the AE86 and Supra’s heritage in its design and performance.

     Investment Potential – Well-preserved AE86 GT-Bs and Supra GT-A models have appreciated significantly, with some fetching $100,000–$200,000+ at auctions.

     The Gen 1 Supra’s influence is also seen in modern JDM and global tuning scenes, where its design cues and performance ethos continue to inspire new generations of performance cars. Its legacy is not just mechanical but cultural—a testament to Toyota’s ability to create a car that transcended its era.

     The Gen 1 Supra remains a testament to Toyota’s ambition and the era’s engineering ingenuity, where twin-turbo technology met rear-wheel-drive precision in a package that was as polarizing as it was influential. While reliability concerns and aging components pose challenges for modern owners, its legacy endures through a passionate global community, aftermarket innovation, and an unmatched cultural footprint. For collectors, drivers, and automotive purists, the Supra Gen 1 is more than a relic—it is a living monument to the golden age of JDM performance.

     FAQ

     Where can I find a Gen 1 Toyota Supra for sale, and what should I look for when buying one?

     Gen 1 Supra (1993–2002) models can be found on platforms like Bring a Trailer, eBay Motors, or local classifieds (Facebook Marketplace, Craigslist). Look for rust (especially in the rocker panels and wheel wells), service records (especially timing belt and suspension), and signs of accident damage. A VIN check is essential to confirm the engine (2JZ-GTE) and avoid high-mileage or salvaged titles.

     What engine does the Gen 1 Toyota Supra have, and what are its key specifications?

     The Gen 1 Supra uses Toyota’s 2JZ-GTE inline-6 engine, a twin-turbocharged 2.8L (2,779cc) unit producing 220–280 hp (varies by model year). It features a forged crankshaft, forged connecting rods, and a cast iron block with aluminum cylinder heads. The engine is known for reliability when properly maintained, with common upgrades including aftermarket turbos, fuel systems, and ECU tunes.

     How much does a Gen 1 Toyota Supra cost, and what affects its price?

     Prices for a Gen 1 Supra range from $10,000–$50,000+, depending on condition, mileage, and rarity. A stock, low-mileage example (under 100k miles) with service records typically sells for $15,000–$25,000. Limited-edition models (e.g., Supra RZ, GT-Apex, or Japanese-market "V-Special") can exceed $40,000. Rust, engine history, and desirability (e.g., drift or track use) significantly impact value.

     Which years are considered the best in the Gen 1 Toyota Supra lineup?

     The 1993–1998 models are generally regarded as the best, with the 1993–1995 (pre-facelift) and 1997–1998 (post-facelift) years being the most sought-after. The 1996 model is often criticized for minor reliability issues (e.g., electrical gremlins). The 2000–2002 models (with minor updates) are also solid but lack the original charm of earlier years.

     Is the Gen 1 Toyota Supra the same as the Celica GT-Four or Supra Turbo?

     No, the Gen 1 Toyota Supra (1993–2002) is a distinct model from the Celica GT-Four (1993–1999), though they share the same 2JZ-GTE engine. The Supra was Toyota’s performance-oriented sedan, while the GT-Four was a rear-wheel-drive coupe with a more aggressive stance and limited production. Both use the same engine but differ in body style, suspension tuning, and market focus.

     What’s the difference between the Gen 1 Toyota Supra and the Celica Supra?

     There is no "Celica Supra"—the Gen 1 Supra (1993–2002) is a standalone model named Toyota Supra, while the Celica GT-Four was a separate performance coupe. The Supra was a 4-door sedan (later a 2-door in 2000), and the GT-Four was a 2-door coupe with a more track-focused setup. Both share the same engine but have distinct body styles and histories.

     • automotiveengineering
     • classicjdm
     • gen1supra
     • motorsportlegacy
     • twin-turbohistory

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