Toyota Supra SZ Expert Review

Toyota GR Supra SZ has one enormous advantage before you even start the engine: it looks like a proper sports car. The bonnet is long, the roof is low, the rear haunches are enormous and the cabin sits tightly between the wheels. At 4380 mm long, 1865 mm wide and only 1295 mm high, the proportions are beautifully compact. Toyota clearly wanted the Supra to look like it had been shrink-wrapped around a mechanical package rather than drawn by a committee.

The SZ is visually similar to its more powerful siblings, which is rather good news. You get the same basic silhouette, dramatic nose, double-bubble roof and muscular rear bodywork. The main visual distinction is the 17-inch alloy wheel package, with 225/50R17 front and 255/45R17 rear run-flat tyres.

For Bangladesh, however, the low body changes the story. The approximately 120 mm ground clearance means Dhaka's speed breakers have suddenly become engineering obstacles rather than minor pieces of road furniture. Steep ramps and deep potholes require care.

But on a smooth road, the Supra SZ looks fantastic. It has genuine sports-car proportions rather than merely aggressive styling.

It is also refreshingly understated for a performance car. You do not need a giant wing or enormous wheels to recognise it. The shape does all the talking.

Supra SZ's cabin is deliberately simpler than the SZ-R and RZ, but it still feels like a sports car rather than an economy coupe. You sit low, the dashboard wraps around the driver and the controls are positioned where you expect them to be. Toyota gives the SZ a black fabric interior and dark-silver trim, while higher grades receive more expensive upholstery and trim.

The steering wheel is leather-wrapped, the instrumentation is digital and the 8.8-inch touchscreen provides navigation and connectivity. Automatic climate control is standard, and the compact cabin means the air-conditioning does not have to cool a football stadium. That is useful in Bangladesh.

There is, inevitably, very little space. The Supra is a two-seater. There is no rear bench to accommodate children, relatives or anyone else who has suddenly decided they would like a lift. The luggage area is around 290 litres, which is reasonable for a sports coupe but not remotely comparable with a sedan.

The SZ also lacks some of the expensive toys found higher up the range. The seats are not the power-operated premium units found in the SZ-R and RZ, and the audio system has only four speakers rather than JBL's 12-speaker setup.

But that simplicity is not necessarily bad. The important thing is the driving position, and that remains excellent.

SZ may be the entry point to the Supra family, but Toyota did not strip it down to the point where it becomes uncomfortable. You still receive an 8.8-inch touchscreen navigation system, Toyota Supra Connect, Bluetooth, voice recognition, Apple CarPlay, AM/FM, USB connectivity and a four-speaker audio system.

There is also automatic climate control, smart entry and push-button starting, cruise control, power windows, electric parking brake, hill-start assistance, a luggage lamp and electric luggage opener. Those are exactly the sorts of features that make a performance car usable outside a Sunday morning blast.

The SZ also receives LED lighting, automatic headlights, heated exterior mirrors and 17-inch alloy wheels. Toyota's safety technology is considerably more impressive than the basic trim name might suggest, with pre-collision safety, lane-departure assistance, blind-spot monitoring, adaptive high beams and radar cruise control available as part of the standard safety package.

The obvious omissions are luxury items rather than essential equipment. You do not get the JBL 12-speaker system, premium Alcantara/leather seating or head-up display associated with the higher grades.

For Bangladesh, I would particularly value the navigation, smartphone connectivity, automatic climate control, parking assistance and safety systems. A 360-degree camera would be welcome in tight Dhaka parking spaces, but the existing equipment is perfectly usable.

Supra SZ is much more serious about safety than its tiny cabin and enormous performance-car reputation might suggest. Toyota provides ABS, brake assist, EBD, traction control, vehicle stability control, airbags, immobiliser, electronic parking brake and hill-start assistance. The car also has side and curtain airbags for its two occupants.

The active safety technology is particularly useful. Pre-collision safety can warn of an impending collision and provide braking assistance, while lane-departure alert can provide steering intervention. Blind-spot monitoring helps when changing lanes, and adaptive high beams improve visibility at night. Radar cruise control with all-speed following is also available on the automatic SZ.

That matters in Bangladesh. A highway journey can involve buses changing lanes without warning, motorcycles appearing beside you and traffic suddenly stopping. No electronic system can eliminate those risks, but having additional warning and braking assistance is useful.

The car's low centre of gravity and rear-wheel-drive chassis also help with stability, while ventilated disc brakes are fitted at both ends.

The practical weakness is visibility. The low roof and compact rear glass area are not as easy to judge as an SUV, particularly in crowded parking areas.

Still, for a small two-seat sports coupe, the SZ has a comprehensive safety package.

SZ is where the Supra story gets interesting because it proves that you do not necessarily need the big six-cylinder engine to have fun. Its 1,998cc B48B20B turbocharged inline-four produces 197 PS and 320 Nm, which sounds modest beside the RZ's 387 PS. But the SZ weighs only 1410 kg.

Toyota quotes around 6.5 seconds from 0–100 km/h, which is hardly slow.

The biggest advantage is the lighter nose. The four-cylinder engine removes weight from the front of the car, giving the SZ a particularly nimble character. Steering response is quick, the chassis feels compact and the rear-wheel-drive layout gives you the traditional sports-car balance that enthusiasts want.

In Dhaka traffic, the eight-speed automatic makes life easy. You can crawl through congestion without constantly working a clutch, and the turbocharged engine has enough torque to move away briskly when gaps appear.

Then comes the open road. The SZ is not a drag-strip monster, but it does not need to be. It is light, responsive and fast enough to make a good road entertaining.

Fuel economy is also an advantage. Compared with the 3.0L RZ, the SZ can deliver noticeably better real-world economy, particularly when driven sensibly.

The biggest enemy remains Bangladesh's roads. A 120 mm-clearance sports coupe is not designed for Dhaka's more creative speed breakers.

Drive it on good roads, however, and the SZ makes a convincing argument that lighter can sometimes be more entertaining.