Toyota Supra SZ-R Expert Review

The Toyota Supra SZ-R has the same basic visual trick as the rest of the A90 family: it looks considerably more expensive and dramatic than its dimensions suggest. The long bonnet, low roof, compact greenhouse and swollen rear arches give it the stance of a miniature GT racer. At 4380 mm long, 1865 mm wide and 1295 mm high, it is compact enough for urban roads but wide enough to look properly planted.

The SZ-R adds a particularly good set of 18-inch alloy wheels with 255/40ZR18 front and 275/40ZR18 rear Michelin Pilot Super Sport tyres. They fill the arches better than the SZ's 17-inch wheels and immediately make the car look more serious.

The rear remains one of the strongest parts of the design. The broad shoulders and compact tail make the Supra instantly recognisable, while the dual exhaust outlets reinforce the performance theme.

There is no need for a giant chrome grille or enormous decorative wing. The body itself provides the drama.

Bangladesh does introduce one slight problem: roads. This is a low sports coupe, and large speed breakers, potholes and steep underground parking ramps are not its natural habitat. You have to approach them with considerably more care than you would a Corolla.

But on a clean Dhaka road or highway, the SZ-R looks fantastic. It has genuine sports-car proportions rather than simply wearing sports-car accessories.

Inside, the SZ-R is more premium than the entry SZ but still unmistakably driver-focused. The seating position is low, the dashboard wraps around the driver and the steering wheel and controls are positioned for quick access. Toyota provides electrically adjustable front seating on the SZ-R, along with leather-wrapped steering and automatic climate control.

The cabin is not enormous, obviously, because there are only two seats. There is no rear bench, so the Supra is fundamentally a personal performance car rather than a family transport machine. The approximately 290-litre luggage area is useful enough for weekend luggage but not particularly generous.

The SZ-R also benefits from better equipment than the SZ. The 8.8-inch navigation/infotainment system, Bluetooth, voice recognition, Apple CarPlay and premium audio make it surprisingly easy to live with. Toyota's equipment documentation differentiates the SZ-R from the SZ with more premium cabin and technology equipment.

For Bangladesh, automatic climate control is particularly valuable during hot and humid weather, while smartphone connectivity makes daily driving easier.

The biggest thing missing is space. If your normal life involves carrying several passengers, the Supra is the wrong tool. If it involves one passenger and a weekend bag, it works rather well.

The interior is therefore best described as compact, sporty and sufficiently luxurious without losing the driver's focus.

SZ-R has a surprisingly comprehensive technology package. The 8.8-inch touchscreen/navigation system provides navigation, Bluetooth, voice recognition and Apple CarPlay, while the premium audio system provides considerably more entertainment than the entry SZ's four-speaker setup. Toyota's official equipment matrix distinguishes the SZ-R's richer equipment from the SZ.

The performance equipment is where the SZ-R becomes genuinely interesting. It gets 18-inch Michelin Pilot Super Sport tyres, adaptive variable suspension and an active differential. Toyota also gives the SZ-R a front strut bar, which contributes to chassis rigidity.

This means the SZ-R is not simply an SZ with more horsepower. The chassis is equipped to exploit that additional power.

For daily Bangladesh driving, automatic climate control, keyless entry, push-button start, navigation, Bluetooth, cruise control, parking sensors and smartphone connectivity are the features you will notice most.

The adaptive suspension is particularly useful because it gives the Supra a wider operating range. You can have a more compliant setup when travelling through ordinary roads and a firmer response when driving enthusiastically.

There are still omissions. A 360-degree camera would be helpful in crowded Dhaka parking areas, while wireless charging would be convenient.

But the SZ-R gets the important things right. It combines modern connectivity with mechanical equipment that actually changes how the car drives.

That is much more interesting than simply adding another giant touchscreen.

SZ-R carries a comprehensive active and passive safety package. ABS with EBD and brake assist, traction control, VSC, airbags, seatbelt pretensioners, tyre-pressure monitoring and an immobiliser provide the fundamental protection expected from a modern performance car.

Toyota also provides advanced assistance systems including pre-collision safety, lane-departure warning with steering assistance, blind-spot monitoring, radar cruise control and adaptive high-beam assistance. Rear cross-traffic alert is also included in the current equipment package.

That is particularly useful in Bangladesh, where highway traffic can become chaotic very quickly. Blind-spot monitoring is valuable around motorcycles and buses, while collision-warning and braking assistance can provide an additional layer of protection when traffic suddenly slows.

The SZ-R's braking system is also serious. Toyota specifies ventilated discs, with the SZ-R using 330 mm discs and 17-inch floating calipers rather than the larger Brembo arrangement fitted to the RZ.

The car's low centre of gravity and rear-wheel-drive chassis contribute to predictable handling, but electronic safety systems should never be treated as a replacement for careful driving.

The main practical limitation is visibility. The low roof and sports-car seating position make the car less naturally easy to judge in tight parking spaces.

A 360-degree camera would improve that situation, but the SZ-R's standard safety package is already substantial.

SZ-R is probably the most interesting version of the Supra if you care about balance as much as raw horsepower. The 2.0-litre B48 turbocharged four-cylinder produces 258 PS and 400 Nm, and Toyota quotes a 5.2-second 0–100 km/h time.

That is properly quick.

But the engine is only half the story. The SZ-R weighs around 1460 kg, significantly less than the RZ, and the lighter four-cylinder engine reduces weight over the front axle. Toyota uses adaptive variable suspension and an active differential to make use of that lighter configuration.

On a good road, the result is an agile, responsive sports coupe. Steering feels immediate, the chassis remains composed and the rear-wheel-drive layout provides the classic sports-car balance.

The eight-speed automatic is particularly useful in Bangladesh. It allows relaxed crawling through Dhaka traffic and then delivers rapid acceleration when the road finally clears.

Fuel economy is also better than the RZ. Toyota rates the SZ-R at 14.0 km/L WLTC, although real Bangladesh use will naturally be lower because of congestion, heat, AC use and road conditions.

The downside is the road surface. A low sports coupe with performance suspension and 18-inch tyres does not enjoy giant speed breakers or potholes.

On a good highway, however, the SZ-R comes alive. It has enough power to feel genuinely fast without becoming ridiculous, and enough chassis ability to make corners interesting.

This is not merely the cheaper Supra. It is a very different interpretation of what a Supra should be.