We tested the GR Supra’s two transmissions back-to-back over a week of commuting, canyon runs, and instrumented launches to see how shift logic, launch behavior, rev-matching, and daily manners differ in the real world.
Both cars use the 3.0-liter turbocharged inline-six (382 hp, 368 lb-ft) driving the rear wheels. One is paired with the six-speed manual (iMT rev-matching), the other with the ZF eight-speed automatic with paddles and launch control. Our test route included 120 miles of mixed commuting, a familiar 18-mile mountain loop, and a closed airstrip for acceleration testing. Ambient temps ranged 58–72°F; both cars wore the factory 19-inch Michelin performance tires on 93-octane fuel.
The automatic’s calibration is assertive in Sport and unobtrusive in Normal. In Normal it short-shifts to keep revs around 1,600–2,000 rpm, using early torque and frequent converter lock-up to avoid slur. In Sport, the logic anticipates throttle openings, downshifts proactively on brake pressure, and holds gears through corners. Manual mode honors commands to redline without unwanted upshifts and blocks kickdown—useful on track.
The manual’s shifter has medium throws and a defined gate; there’s a light notch from 2nd to 3rd when cold that disappears after a few miles. Clutch take-up is mid-travel with a predictable bite, making smooth 1–2 upshifts easy in traffic once acclimated. Launch behavior is where the automatic separates itself. Using launch control (brake, throttle, build to ~2,500 rpm), it fires off consistently with minimal wheelspin and repeatable numbers run after run.
Our best measured 0–60 mph was 4.0 seconds with 1-ft rollout, and four consecutive pulls varied by just 0.08 sec. The manual is more sensitive to surface and driver. Best was 4.3 seconds with a 3,000–3,500 rpm slip; too much slip overheats the clutch after two or three attempts, too little bogs the turbo. Traction control in Sport reduces axle tramp; with stability fully off, you’ll need a delicate foot.
Rev-matching is excellent in both, but different in character. The manual’s iMT blips are quick and well-sized; around-town it makes second-gear corners seamless and reduces driveline shock. It can be disabled for heel-and-toe—pedal spacing allows clean blips, and the flywheel’s inertia is forgiving. The automatic’s downshift blips in Sport sound crisper and it pre-selects gears under braking, giving immediate torque on corner exit.
On our downhill section, iMT off demanded more precision but rewarded with better rotation via engine braking; with iMT on, transitions were smoother but slightly less adjustable on the throttle. Daily drivability favors the automatic in congestion. It creeps smoothly, masks low-speed turbo lag, and keeps the engine off boost at cruise. At 70 mph the auto settles near 1,800 rpm in 8th and indicated 31–32 mpg on our highway loop; the manual sits higher in 6th (about 2,100–2,200 rpm) and showed 28–29 mpg.
In stop-and-go, the manual’s clutch weight is civil but repeated first-gear work can feel busy; the gearbox is quieter than expected with minimal whine, and the cabin avoids drone in both. Overall, choose the eight-speed if you value repeatable performance, smart shift logic, and an easier commute—it’s the quicker car and better in traffic. Opt for the six-speed if engagement matters more than tenths: the shifter, clutch, and optional iMT create a more interactive drive, and it’s perfectly livable day to day once you learn the launch and the 2–3 timing. Track-day regulars will appreciate the auto’s consistency; back-road purists will prefer the manual’s tactile control.
