We spent a full day lapping the 2024 Toyota GR Supra 3.0 manual on Buttonwillow Raceway Park’s CW13 configuration to gauge its real-world pace and stamina. With data logging and controlled tire pressures, we focused on lap time consistency, handling balance, and driver confidence over multiple stints.
The GR Supra 3.0 pairs a turbocharged 3.0-liter inline-six (382 hp, 368 lb-ft) with a six-speed manual and electronically controlled active rear differential. Curb weight is just over 3,400 lb, with adaptive dampers, four-piston front Brembos, and staggered 19-inch Michelin Pilot Super Sports (255/35 front, 275/35 rear). Cooling remained stock; brake fluid was swapped for high-temp DOT 4. Testing took place at Buttonwillow Raceway Park (CW13, 2.92 miles) in 82–88°F ambient with a light crosswind.
Fuel was California 91 octane. We set cold pressures at 28/30 psi (F/R), targeting 34/36 psi hot, and used a VBOX for timing. Stability control ran in Sport for session one, then fully off for time attacks. Driver weight with gear: ~175 lb.
Best lap was a 1:58.6, with a 5-lap average of 1:59.8 and a session-best trap of 129 mph on the front straight. The Supra was most consistent when short-shifting to curb heat; power felt strongest in the first 4–5 hot laps before intake temps nudged the ECU toward gentler timing. Brakes resisted fade through six-lap runs on stock pads with the upgraded fluid; beyond eight laps, pedal travel lengthened slightly but remained controllable. Handling is neutral-to-mild understeer on corner entry, tightening nicely with a decisive trail brake.
Turn-in bite is good in Track damper mode, though the outside front shoulders show wear without additional camber. Mid-corner balance is stable, and the active diff cleanly meters torque on exit, letting you rotate with throttle rather than provoking snap oversteer. Cresting and curb strikes don’t upset the chassis; roll control is tidy, and the car tolerates late-braking into Riverside if you commit to a single, smooth input. Driver feedback impresses: steering is medium-weighted with clear on-center and useful texture once loaded, though road feel is filtered compared to hydraulic racks.
The brake pedal offers a firm initial bite and progressive modulation. The manual’s rev-match is brilliantly calibrated, masking the slightly long clutch take-up in traffic but never intrusive on track. Oil temps settled between 248–258°F; no warning lights, but you can feel a mild power taper in the final minutes of a long session. Seating position is low with good lateral bolstering; helmet clearance is adequate.
Overall, the Supra 3.0 6MT is a confident, approachable track-day tool. As delivered, it delivers sub-2:00 pace at CW13 with predictable balance and reliable brakes over short stints. For frequent lapping, we’d add front camber plates, high-friction pads, and a more heat-tolerant tire (PS4S or Cup 2/RE-71RS) to unlock consistency and front-end longevity. Occasional trackers will find the stock setup quick, forgiving, and genuinely rewarding.
