Supra (A80)
1993-2002 / Coupe / Japan
The A80 Supra and its 2JZ-GTE engine became the stuff of legend. The twin-turbo straight-six was famously over-engineered, with an iron block capable of handling well over 1,000hp with basic internal modifications. The car became a poster child for the tuner scene and a cultural icon through the Fast and Furious franchise. It's the car that defined an entire generation's idea of what a Japanese sports car could be.
In Australia, values have skyrocketed and clean examples are now firmly in six-figure territory. The twin-turbo manual is the most valuable, but even the naturally aspirated SZ models command strong prices. The Supra's combination of straight-line speed, comfortable grand touring ability, and near-infinite tuning potential makes it unlike anything else from the era. Whether you see it as an investment or a driver's car, the A80 Supra has earned its place in automotive history.
Thinking of buying a Supra (A80)?
What to look for, what to pay, what to avoid.
What to watch for.
Sequential Twin-Turbo System Failures
Common Engine, 2JZ-GTE (Twin Turbo)
Sequential Twin-Turbo System Failures
CommonA flat spot or hesitation in the 3,500-4,500 RPM range during full-throttle acceleration. Boost may spike or surge unpredictably. The car feels fast below 3,500 RPM and above 5,000 RPM but stumbles in the transition zone.
The sequential twin-turbo system uses a primary turbo at low RPM and transitions to both turbos above ~4,000 RPM. This transition is managed by a complex system of vacuum-actuated valves, solenoids, and an exhaust gas control valve (EGCV). After 25+ years, these components fail: - EGCV (Exhaust Gas Control Valve): Sticks open or closed, preventing proper exhaust routing between the turbos. - Vacuum solenoids: Six solenoids control the transition sequence. Any failure disrupts the transition. - Vacuum lines: The rubber vacuum lines crack and develop leaks, causing erratic valve operation. - Pre-turbo exhaust bypass valve: Sticks, preventing the secondary turbo from receiving exhaust gas.
Diagnosis requires methodical testing of each component in the sequential system. Replace all vacuum lines with silicone hose as a first step ($50, one afternoon). Test each solenoid individually. The EGCV can be cleaned or replaced ($200-400). For a comprehensive fix, rebuild the entire sequential system with new solenoids, actuators, and gaskets ($1,000-2,500). Alternatively, delete the sequential system entirely and run a single larger turbo. This is a common modification that simplifies the system dramatically. A quality single-turbo conversion using a BorgWarner or Garrett turbo with a proper manifold and tune runs $3,000-8,000 depending on the turbo size and supporting modifications.
Turbo Seal Wear (High Mileage)
Common Engine, 2JZ-GTE (Twin Turbo)
Turbo Seal Wear (High Mileage)
CommonBlue smoke on cold startup (oil pooled in the turbo housing overnight drains into the exhaust when started). Blue smoke on deceleration (intake manifold vacuum pulls oil past the compressor seals). Oil residue in the intercooler piping. Increased oil consumption without external leaks.
The CT-20 turbochargers use oil-fed journal bearings with carbon face seals. After 150,000+ km, the seals wear and allow oil to migrate past the turbo shaft into either the exhaust (turbine side) or the intake (compressor side). Heat cycling accelerates seal degradation.
Rebuild both turbochargers. A turbo specialist can reball and reseal the CT-20s for $600-1,200 (both turbos). This is worthwhile if you're keeping the sequential system. If you're planning a single-turbo conversion, simply do the conversion and discard the worn CT-20s. While the turbos are out, replace the oil feed and drain lines. Restricted oil drain lines (from carbon buildup) are a common secondary cause of turbo seal failure, the oil can't drain fast enough and builds pressure behind the seals.
Timing Belt Failure
Minor Engine, 2JZ-GTE (Twin Turbo)
Timing Belt Failure
MinorCatastrophic engine damage. The 2JZ is an interference engine, if the timing belt breaks, the pistons strike the open valves, bending them and potentially damaging the pistons, head, and block. The engine stops instantly and will not restart.
The timing belt is a rubber component with a finite service life. Toyota specifies replacement every 100,000 km or 7 years. Many A80s have changed hands multiple times, and the timing belt service history may be incomplete or unknown.
Replace the timing belt, water pump, belt tensioner, and both idler pulleys as a set. Do not replace just the belt, the tensioner and idler bearings have the same service life and a failed tensioner will throw the belt. Use genuine Toyota or Gates Racing parts. Cost: $800-1,500 including parts and labour. This is a moderately involved job (6-8 hours) that requires removing the front of the engine.
Cam Cover Gasket Oil Leaks
Critical Engine, 2JZ-GTE (Twin Turbo)
Cam Cover Gasket Oil Leaks
CriticalOil seeps from the edges of the cam covers (rocker covers), running down the sides of the engine. Oil smell from the engine bay. Oil drips onto the exhaust manifold (fire risk on the turbo side).
The rubber cam cover gaskets harden and shrink over time, losing their seal. The half-moon seals at the rear of the cam covers are particularly prone to leaking.
Replace the cam cover gaskets and half-moon seals. This is a straightforward job, remove the cam covers, clean the sealing surfaces, and install new gaskets. Use genuine Toyota gaskets. Cost: $100-200 for parts, 2-3 hours of work. Apply a small bead of RTV sealant at the corners where the cam cover meets the head, these are the most common leak points.
Oil Cooler O-Ring Leak
Common Engine, 2JZ-GTE (Twin Turbo)
Oil Cooler O-Ring Leak
CommonOil leak from the oil cooler housing on the front of the engine, typically dripping down onto the oil filter and undercarriage.
The O-ring seal between the oil cooler and the engine block hardens with age and heat.
Replace the O-ring. The oil cooler assembly unbolts from the front of the block. Cost: $20 for the O-ring, 1-2 hours of work. While it's apart, flush the oil cooler core, they can clog with sludge on neglected engines.
VVTi Solenoid Issues (Later Models)
Common Engine, 2JZ-GE (Naturally Aspirated)
VVTi Solenoid Issues (Later Models)
CommonRough idle, loss of mid-range torque, check engine light. Fault codes related to Variable Valve Timing.
The later 2JZ-GE engines (1997+) feature Toyota's VVTi system. The VVTi oil control valve (solenoid) can clog with oil sludge, preventing proper cam timing adjustment.
Remove and clean the VVTi solenoid with carburettor cleaner. If cleaning doesn't resolve the issue, replace the solenoid ($100-200). Regular oil changes with quality oil prevent this issue.
Join the conversation.
Common questions.
Is the 2JZ really as strong as people say?
Yes. The 2JZ-GTE has a cast-iron block, forged steel crankshaft, and forged steel connecting rods, all from the factory.
How much does an A80 Supra cost in Australia?
In 2026, Australian market prices are: - **2JZ-GE NA (auto):** $25,000-55,000 - **2JZ-GE NA (manual):** $45,000-65,000 - **2JZ-GTE Turbo (auto):** $50,000-100,000 - **2JZ-GTE Turbo, V160 manual (driver):** $70,000-100,000 - **2JZ-GTE Turbo, V160 manual (good):** $100,000-140,000 - **2JZ-GTE Turbo, V160 manual (excellent/low km):** $140,000-200,000+ - **Concours/time capsule turbo manual:** $200,000-300,000+ Prices have risen dramatically since the mid-2010s and show no sign of retreating. The turbo manual is the variant driving the market, automatics and NA models are significantly cheaper but are also appreciating.
Should I buy an automatic and convert it to manual?
This is a common strategy, and it can make financial sense if you're building the car anyway. An automatic turbo A80 is typically $30,000-50,000 cheaper than an equivalent manual.
What's the difference between the sequential twin-turbo and a single turbo?
**Sequential twin-turbo (factory):** Uses two small CT-20 turbos in sequence. The primary turbo provides boost from ~2,000 RPM.
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