CAME TO EUROPE WITH A TARGA TAG Virtually all the European examples had a targa tag, and it was standard on the few that were sold in Denmark. The Japanese variant saves 18 kg by having a fixed roof and adds more rigidity to the bodywork. In addition, the Japanese variants had a few characteristics that were not so desirable. While the European variants offered 330 hp, the Japanese ones settled for 280 hp, due to a Japanese gentleman's agreement between the car manufacturers. For the same reason, the Japanese variants were limited to 180 km/h – also on the speedometer. Funnily enough, the cruise control was similarly limited to 110 km/h in Japan. The European variants were limited to 250 km/h. In Europe, the Supra came with larger brakes and wheels, which were optional in Japan. 
Stefan's car is originally with the small 16" wheels and 2-piston brake calipers, but Stefan has upgraded to 17" wheels and the original 4-piston calipers, in addition a bunch of other parts including a new speedometer from TRD that goes to 320 km/h. The turbos are unchanged and were actually special to the Japanese model as they had lighter ceramic paddle wheels compared to the European models which had metal wheel turbos. The ceramic wheel spins faster, but delivers less power at high pressure. However, Stefan has tuned the car. The charge air cooler and the exhaust system have been upgraded for a better air flow, which easily copes with a larger turbo pressure. The engine management is thus basically the same, but the turbo pressure has been raised from the original 0.8 bar to approx. 1.2 bar. The result is approx. 400 hp, and a more dramatic power development. BILSTEIN UNDERCARRIAGE There are also dynamic improvements. Originally, you could choose a Bilstein chassis. Stefan has fitted an upgraded Bilstein chassis including new springs and anti-roll bars. Both front and rear, TRD tower struts have been added, and the larger 17" wheels come from TTE and were sold as original optional equipment on the Lexus GS300. All control arms and bushings are installed with new parts from Toyota. It provides an invisible but noticeable upgrade as they give the car the tightness and feel I remember from my first ride. Only non-original upgrade is the OMP bucket seats. “My goal was to get a comfortable car that works well for street use and for the occasional track day. The old seats had no actual side support, so in the end I chose the right release, even if it is unoriginal", explains Stefan, who often makes the trip to the Nürburgring in the sun-coloured Supra. 
Instead, I make do with the inviting parish roads that wind around Sengelose, and they are not that bad either. It's easy to appreciate the Supra's willingness to steer, which is far better than the car's size suggests. The old-fashioned power steering gives a direct sense of direction from a heavy steering gear, which is even extra heavy in Stefan's car, because he has inserted an electronic resistance in the servo system to gain additional weight and feel in the steering wheel, and the work of the front wheels over the asphalt is clearly felt in the steering wheel. The rear axle is equipped with a Torsen limited-slip differential, which provides the basis for cornering sideways, which has since become a court discipline for the Supra. In 1993, it was more about keeping the direction straight, and the Supra does it well. A LITTLE FUN WITH ANTI-SPIN In the European variants, the anti-spin system is tuned to allow a bit of spin – but not drift. In the Japanese variants, the system is more restrictive, which Stefan has of course also changed. It does not affect the experience of the Supra as a competent sports car. It is striking how Stefan's small updates to the engine and interior make the Supra a modern experience. It's more focused than the original Supra, but it's still very serviceable. The sensation of getting a kick in the rear under full acceleration is intact, although it is found more violently in simpler cars today, but the experience of a finished sports car is still unique. 
The Toyota Supra is described by many as a tuner or styling car, and in the eyes of these people it does not have quite the same status as Porsche 911 and Honda NSX, which were the model's competitors in its time. Actually, it's a shame, because the Toyota Supra in the fourth generation is an extremely competent sports car, which can still deliver a great driving experience that you will remember for a long time. Along with the Toyota 2000 GT and Lexus LFA, the design is one of the very few Toyota designs that car enthusiasts worldwide actually remember, which is an achievement in itself. However, I also have no doubt that the future will be good for the Toyota Supra, as it already seems that the best and most beautiful examples are saved and appreciated, while the rest have to die. 
