1993 Toyota Supra GZ Aero Roof

Sold: $39,995

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Stock Number: 4577

The MKIV needs no introduction. Few vehicles have such far-reaching mass appeal as the Supra does, whether you're a car person or not you recognize those trademark tail lights (cue the "is that a Supra?!" meme.) While the JDM version is very similar to the USDM one we saw stateside they did have some key differences. One of the main ones being the fact that, by in large, the Japanese are anti convertibles. Using the word convertible is painting with a bit of a broad brush; they were opposed to any roof that could leak over time like sunroofs, T-tops, and targas alike. Subsequently, that means that the Aero Roof GZ is an exceptionally rare vehicle in Japan with only a mere 400 being built. Stateside it goes the other way around, where the fixed-roof coupe is a struggle to find. The Alpine Silver Metalic paint (199) is a timeless color choice and is in great condition. With only 100K verified miles the body is very straight with no particularly notable blemishes barring an errant door ding or two. We can even say that the headlights are also in great shape with none of the yellowing/haze which is a typical issue on the A80 Supra's. While the exterior is pretty much all stock it is rolling on a much nicer set of 18" 10 spoke Prodrive GC-010Gs. Due to the size of these GT cars, anything less than 18's looks a bit underwhelming, and with the Prodrives being a circuit wheel makes them a logical choice. The Tein Flex-Z coilovers look nearly new and of course cut down on the dreaded wheel gap and excessive body roll.

As anticipated the interior has been kept up to the same standards as the exterior has. A few tasteful upgrades have made their way in over the years. The cabin is particularly clean and is one of the coolest designs to come from the decade. All of the gauges and control tilt inwards towards the driver giving a very fighter jet cockpit feel. Adding to the rarity factor, this one came equipped with the factory leather interior. Much like the roof, leather isn't very big over in Japan. While all back seats are black leather, typically the fronts are a blue-hued cloth. The stock passenger seat is in great shape, while the driver's seat have been upped to a particularly nice adjustable Recaro. The Recaro blends in well with the rest of the interior, all while adding a ton more bolstering to keep you in place. Typically the right bolster is the one that takes the brunt of the wear over time, yet this one has been kept up with rather well. The seats, carpeting, and even original floor mats are devoid of any rips or tears. A deep dish Tanida Motor Sports wheel takes the place of the stock wheel and is much less bulky than the stock one and helps with finding the right driving position. Perring out behind the wheel is a FET turbo timer. The cockpit is very well laid out with all of the pertinent switches and information easily within reach of the driver. Naturally, the Supra is fitted with all the modern power accessories of the time; power windows, mirrors, and climate control which are all functioning properly. While the A/C does blow cold, chances are you're still going to want to have the top off and the windows down every chance you get.

"Pop the hood." The heart and soul of the JZA80 is Toyota's iconic 2JZ-GTE. The twin-turbo 3.0L straight six needs no introduction as it's been a staple in the car world since its inception. Just about every chassis under the sun has seen a 2J swap these days, but there's nothing like the original. Much like the old horsepower wars of the 60s and 70s the power numbers were downplayed by the factory due to Japan's gentleman agreement to not produce a car over 300hp. That doesn't mean that the power delivery isn't still intoxicating. The sequential turbos spool up quickly producing gobs of power all the way from idle to redline. The 2JZ fires right up and has a very easy idle. As the revs climb it feels as if there is no end to the power band. The A340E 4 speed automatic does a tremendous job handling the power output. Shifts are quick and precise with little hesitation. The automatic does offer a manual shifting mode which was the primitive way of giving some additional control over shifts point, however, it's not on the same scale as new semi-manual gearboxes are. Being a proper GT the automatic is a fitting choice, but for those looking for the best of all worlds, a manual swap is relatively simple in these with any number of transmission options. In it's time in Japan the previous owner disabled the traction control system which seems to be the case in most all JZA80s. For those not constantly on Supra forums, this is done in order to bypass the electronic speed limiter of 112 mph (not that we're condoning that on the streets of course.) The timing belt was replaced back in Japan a mere 33K miles ago and has some of the service records still in the glovebox. Our trained techs have also gone over the car and brought it back up to par. It came in needing only a few things like a new rear upper control arm, fresh rubber on all four corners, a new battery, as well as a routine oil change. Driving a MKIV really is a spectacle, between its linear powerband and dialed-in suspension it's hard not to smile every time you turn the key. Couple that with the responses you get at every stoplight, you really have to experience it first hand. It really doesn't get much more iconic than this.

*California Residents: In order to register a Grey Market vehicle in the state of California then it will have to be made CARB complaint first. CARB certifications will have to be performed within the state. Depending on the vehicle and any existing modifications will affect the pricing. Typically CARB compliance will range between 5-10K. Additional information can be found on the California Air Resources Board website.

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