From Celica to Its Own Identity

The Toyota Supra didn't start life as the car enthusiasts know today. It began in 1978 as the Celica Supra, essentially a stretched Celica with an inline-six engine where the four-cylinder would normally sit. The second generation (A60, 1981-1986) continued this formula. Both were competent grand tourers, but neither was a true sports car. They were Celicas with more cylinders and nicer trim.

The third generation, the A70, changed everything. Launched in February 1986 for the Japanese domestic market (and shortly after in export markets), the A70 was the first Supra to shed the Celica name entirely. It was a standalone model with its own platform, its own identity, and ambitions well above its predecessors. Toyota wasn't building a comfortable coupe anymore, they were building a competitor for the Porsche 944 and the Nissan 300ZX.

Engineering the A70

The A70's development was led by chief engineer Isao Tsuzuki, and the brief was clear: build a GT car that could compete with European sports cars at a Japanese price point. The engineering team started with a clean sheet for the chassis.

The suspension was double-wishbone at all four corners, a configuration usually reserved for cars costing twice as much. Toyota used pressed spherical bearings rather than rubber bushings in the suspension linkages, a racing-inspired detail that gave the A70 unusually precise handling for a production car. The front and rear subframes were designed for rigidity, and the car's 50/50 weight distribution was a key development target.

The engine was the 7M-series inline-six, Toyota's top-of-the-line straight-six at the time. Two versions were offered:

• 7M-GE: 3.0-litre naturally aspirated, producing approximately 200 hp with Toyota's DOHC 24-valve head and electronic fuel injection. Smooth, responsive, and refined.
• 7M-GTE: The same basic block with a single CT-26 turbocharger, air-to-air intercooler, and lower compression ratio (8.4:1 vs 9.2:1), producing approximately 230 hp. The turbo engine gave the A70 genuine performance, 0-100 km/h in the low 6-second range, competitive with European GTs of the era.

Both engines featured Toyota's TEMS (Toyota Electronically Modulated Suspension) on higher-spec models, allowing the driver to switch between comfort and sport damping settings. The turbo model also offered a limited-slip differential, essential for putting the power down.

A targa roof was available on most variants, giving the A70 open-air capability without the structural compromises of a full convertible. The removable roof panel was well-engineered, with proper seals and a secure locking mechanism that, when new, kept the cabin watertight.

Chassis Codes and Market Variants

The A70 designation covers several distinct chassis codes:

• MA70: The turbo model for most markets. 7M-GTE engine, wider body with flared guards, larger brakes, LSD, and sport suspension. This is the one most people want.
• GA70: The naturally aspirated 7M-GE model. Narrower body, smaller brakes, no LSD. Still a capable GT car, but significantly less exciting.
• JZA70: The late-model Japanese domestic market variant (1990-1993) fitted with the 1JZ-GTE twin-turbo engine. This 2.5-litre engine produced approximately 280 hp and was a significant step up from the 7M-GTE. The JZA70 is rare outside Japan but highly prized.
• GA70H/MA70H: Hardtop (no targa) variants.

There were also 2.0-litre variants (1G-GTE twin-turbo and 1G-GE NA) sold in Japan to comply with tax regulations, coded as GZ20 and GX81. These are seldom seen in Australia.

The 1989 Facelift

Midway through its production run, the A70 received a significant facelift for the 1989 model year:

• Exterior: One-piece tail lights replaced the original split design, revised front and rear bumpers, updated side skirts, and new wheel designs. The facelift car is generally considered the better-looking of the two, the one-piece tail lights cleaned up the rear end considerably.
• Interior: Updated dashboard design, revised instrument cluster, improved switchgear, and better seat materials. The facelift interior feels noticeably more modern than the pre-facelift.
• Mechanical: Revised suspension tuning, improved brakes on some variants, and minor engine management updates. The turbo model received a revised boost control strategy.

The facelift models are preferred by most buyers and command a premium. Pre-facelift cars are cheaper and have a more 80s aesthetic that some enthusiasts prefer.

The A70 in Australia

Toyota Australia never officially imported the turbo A70 Supra. Australian-delivered cars were the naturally aspirated 7M-GE model only, sold in limited numbers. The turbo models that dominate the Australian market today are grey imports, privately imported from Japan, typically through compliance workshops that prepare the cars for Australian registration.

This import history matters enormously when buying. The quality of compliance work varies from meticulous to negligent. A good compliance workshop will have properly converted the car to right-hand-drive compliance standards (the A70 was already RHD from Japan), verified emissions, checked safety equipment, and ensured the car meets Australian Design Rules. A dodgy workshop will have rubber-stamped the paperwork and moved on.

When buying a grey-imported A70, always ask for the compliance plate details and import documentation. Check that the compliance plate matches the car and hasn't been transferred from another vehicle. The import paperwork should include a Japanese export certificate or de-registration document.

Motorsport

The A70 Supra had a notable motorsport career, though it was never a dominant force in any single series:

Group A racing: Toyota campaigned the A70 in the Japanese Group A touring car championship, where it competed against the Nissan Skyline GT-R (R32), Ford Sierra RS500, and BMW M3. The Group A Supras ran modified 7M-GTE engines producing over 500 hp and featured extensive aerodynamic modifications. While they couldn't match the GT-R's all-wheel-drive advantage, the Supras were competitive on high-speed circuits.

IMSA GTO: In North America, Toyota ran A70 Supras in IMSA GTO racing. These cars used tube-frame chassis with A70 bodywork and heavily modified Toyota engines. They won multiple races and were competitive throughout the late 1980s and early 1990s.

Drag racing: The A70 became a fixture of drag racing worldwide, particularly after the 2JZ swap became popular in the late 1990s. The A70's relatively light weight (compared to the A80) and strong aftermarket support made it a favourite in import drag racing classes. Seven-second quarter-mile A70s are not uncommon in serious competition.

Drifting: The A70's rear-wheel drive, long wheelbase, and abundant aftermarket support made it a natural drift car. While it was never as dominant as the Nissan S-chassis or AE86 in professional drifting, A70 Supras are common in grassroots and semi-professional drift events.

The 2JZ Swap Culture

No discussion of the A70 is complete without acknowledging the 2JZ swap phenomenon. When the A80 Supra arrived in 1993 with the legendary 2JZ-GTE engine, an engine that would prove capable of handling 1,000+ hp on factory internals, it was inevitable that enthusiasts would start fitting this engine into the older, lighter A70 chassis.

The 2JZ swap into the A70 became one of the most well-documented engine swaps in the history of car modification. Forums like Supramania.com contain thousands of posts detailing every aspect of the conversion: engine mounts, wiring, cooling system routing, transmission choices, driveshaft fabrication, and ECU options.

The swap is popular because the A70 is lighter than the A80 by approximately 100-150 kg, giving the same engine better power-to-weight ratio. The A70's engine bay accommodates the 2JZ with aftermarket mounts and only moderate fabrication. And the A70 is dramatically cheaper to buy than an A80, making the total cost of an A70 + 2JZ build substantially less than buying an A80 turbo.

This swap culture has defined the A70's identity in the modern enthusiast world. More A70 Supras run 2JZ engines today than 7M engines. Whether this is a good thing depends on your perspective, purists lament the loss of original 7M cars, while pragmatists point out that the 2JZ is simply a better engine in every measurable way.

Production and the End of the Line

The A70 was produced from February 1986 to May 1993, a seven-year run that was long by Japanese sports car standards. Total production was approximately 108,000 units across all markets, with the majority sold in Japan and North America.

By the early 1990s, the A70 was showing its age against newer competition. The Nissan 300ZX (Z32) had arrived in 1989 with a twin-turbo V6 and more sophisticated styling. The Mazda RX-7 (FD3S) launched in 1991 with its rotary engine and exotic looks. Even the R32 Skyline GT-R, while more expensive, had redefined what a Japanese performance car could be.

Toyota's response was the A80 Supra, launched in May 1993. The A80 was a completely new car, wider, more powerful, and more expensive. It would go on to become the most famous Japanese sports car of all time, propelled by the Fast and Furious franchise into a level of cultural significance that no engineering specification could have predicted.

The A70 was quietly discontinued as the A80 took over. For years, it lived in the shadow of its successor, considered the "lesser Supra" by a public obsessed with the MK4. That perception has shifted dramatically in recent years.

Cultural Significance and Legacy

The A70 Supra matters for several reasons:

It was Toyota's first serious sports car. The Celica Supra was a comfortable tourer. The A70 was a genuine performance car with racing-derived suspension, a turbocharged engine, and legitimate competition credentials. It proved that Toyota could build more than reliable appliances.

It established the JZ swap platform. The 2JZ swap culture that grew around the A70 pioneered techniques and products that are now used across dozens of different chassis. The A70 was the testbed for an entire industry.

It represents accessible Supra ownership. As A80 prices have climbed into six-figure territory, the A70 has become the thinking enthusiast's Supra, a car you buy to drive, not to garage. The A70 offers 80% of the A80's capability at 30% of the price, and for many owners, that's a better equation.

It's the last analogue Supra. Pop-up headlights, manual everything, no traction control, no stability control, no electronic throttle. The A70 is a car from an era when driving required attention and skill. That rawness is increasingly valued as modern cars become more insulated from the driving experience.

Timeline

Year	Event
1986	A70 Supra launched in Japan (February). 7M-GE and 7M-GTE engines. First Supra without the Celica name.
1986	North American and European market launch follows.
1987	Turbo A model introduced in Japan with limited-slip differential and sport suspension.
1988	Minor updates: revised ECU calibration, additional colour options.
1989	Major facelift: one-piece tail lights, revised bumpers, updated interior, improved suspension tuning.
1990	JZA70 variant introduced in Japan with 1JZ-GTE twin-turbo 2.5L engine (280 hp).
1991	Final year for North American and European markets.
1992	Production continues for Japanese domestic market only.
1993	A70 production ends (May). A80 Supra launched as replacement.
Late 1990s	2JZ swap culture emerges. A70s become popular swap platforms.
2000s	Supramania.com and other forums document the A70 comprehensively. Prices at historic lows.
2010s	Prices begin rising as clean examples become scarce. JDM nostalgia market grows.
2020s	A70 values increase significantly. Clean stock turbo examples now command $40,000-60,000+ AUD.