By William Byrd
On delivery day, I didn’t know which Supra I was getting. I knew it was a Supra. That much had been confirmed. But the specific trim, the color, the spec, I found out when the car showed up. What showed up was a 2026 Toyota GR Supra MkV Final Edition in “Undercover”, which is a matte black exclusive to the GT4 Style Pack. It also gets red carbon fiber mirror caps and GT4 graphics down the side. Oh, and a six-speed manual. As-tested: $73,300.
Here is the thing about the GR Supra that every review covers: it is quick, it handles brilliantly, and it shares a platform with the BMW Z4 (“Nice BMW, bro”). All of that is true, all of that is well-documented, and none of that is what this review is primarily about. What I want to talk about is what it is like to actually live with a Supra for a week. How practical is it? What does it feel like to drive to the grocery store, take your kid’s hockey bag somewhere, sit in traffic?
After the 2026 model year, the GR Supra is done. This is it. There are only 1300 units for the US market in the MkV Final Edition spec, and then the curtain comes down on a nameplate that has meant something to a lot of people for a very long time. Let’s see what’s what on this finale.
2026 Toyota GR Supra: Overview
The 2026 GR Supra lineup is three trims, one engine, and your choice of transmission.
GR Supra 3.0 — $56,900.
The entry point. It’s got 382 horsepower from the BMW B58 3.0-liter turbocharged inline-six, with an eight-speed automatic standard and a six-speed manual available at no additional cost. Standard features include adaptive variable suspension, an electronically controlled rear differential, Brembo brakes, and a ten-inch touchscreen with Apple CarPlay. For most people who want a Supra and are not concerned about collecting the final chapter version, this is the rational choice.
GR Supra 3.0 Premium — $62,510.
Adds red Brembo brake calipers with the Supra logo, a head-up display, launch control, a 12-speaker JBL audio system, heated and ventilated front seats, and a wireless charger. The Premium is likely the model to get. If you run out of budget before the MkV Final Edition, start here.
GR Supra MkV Final Edition — $68,550 base, $73,300 as-tested.
The car we’re driving here is a tribute to the last Supra you will be able to buy new. For now. Hardware upgrades over the Premium are real, not cosmetic: larger 14.7-inch front Brembo rotors (up from 13.7 inches), revised suspension bushings, additional underbody bracing, retuned adaptive dampers, retuned electronically controlled rear differential, more camber at all corners, and revised power steering calibration. The chassis is genuinely sharper than the standard car. Exterior treatments include matte-black 19-inch forged wheels, a gloss-carbon-fiber ducktail spoiler, and carbon-fiber mirror housings. Inside: GR-embroidered headrests, red seatbelts, red stitching, Alcantara on the driver seat with the GR logo, and a MkV Final Edition numbered plaque. A GR car cover comes standard, because of course it does.
The GT4 Style Pack on our test car adds $2,995 and has the Undercover matte paint, Toyota Gazoo Racing red-painted carbon fiber mirror caps, GT4 exterior graphics, and a wind-buffeting kit. It also has the Driver Assistance Package ($1,195) for a grand total of $73,300.
One note worth making: there is a more hardcore Final Edition that Toyota built for Europe and Japan. That version gets 429 horsepower, KW suspension, a swan-neck rear wing, GT4-sourced subframe components, and skeletonized carbon seats. American buyers are not getting that car. Still, this one seems pretty good. Let’s check it out.
2026 Toyota GR Supra MkV Final Edition: Inside & Out
Most matte black cars look like primer. This one looks intentional, finished, like the color was chosen with care rather than applied as an afterthought. The GT4 graphics running down the sill and lower body strike me as a bit…much for my personal taste. I felt a little like a yobbo in it, to borrow a term I have been picking up from too many Top Gear reruns. Do I feel comfortable in a Supra? Yes, absolutely. In a Supra with extra “GR” livery and red mirror caps? Not so much. At almost 50, it looks like I’m trying too hard. Your results may vary.
The carbon fiber ducktail spoiler is one of my favorite exterior details. It looks great and ties the matte black aesthetic together with the gloss carbon contrast in a way that works. The matte black 19-inch forged wheels complete the look, though something brighter might be more interesting.
The proportions of the GR Supra remain a point of ongoing discussion among enthusiasts, and I will not settle that debate here. What I will say is that, in person and in this color, the car stops traffic. Not metaphorically, I had people doing solid double-takes and a couple of photos taken. They may have posted “look at the yobbo old guy in the sports car.”
This is where the practicality conversation begins, and the answer to “is it practical” is: it depends on what you consider practical. First, trim specific stuff. There is an Alcantara driver seat, a GR logo stitched into the headrest, red seatbelts, and red stitching throughout. These details are not subtle, and they are not trying to be.
Storage is minimal. There are two cupholders positioned slightly behind the driver, a small cubby behind that, and the wireless charging area. That is essentially the full and complete list of places to put things in the front of this car. If you are accustomed to a crossover’s cubbies, door pockets, and center console systems, the Supra’s cabin will feel like a studio apartment after a house. You just have to bring less.
The wireless charging pad fits a current large-format phone, but only just. After a day or so of watching it smoosh my iPhone 17 Max into the charging area, I stopped using it and started using the cupholder as a phone holder instead. Less elegant, completely functional. CarPlay connected immediately on the first pairing. Returning to CarPlay after the car starts requires navigating a few button presses rather than launching automatically. Three or four inputs are not a crisis, but they could create a daily friction that the car should handle on its own.
Physical HVAC buttons. A volume knob. These are good decisions, easy to reach on the center stack, accessible without menu navigation. After several weeks of reviewing press cars with touch-sensitive buttons and sliders, I want to be clear: buttons are correct. The Supra has buttons. The main touchscreen is on the smaller side by current standards, but it does everything it needs to do without feeling cramped. The driver display clearly shows your current gear in manual mode, which matters when you are driving quickly.
You get 10.2 cubic feet of storage. Good news, though, the hockey bag fits! With the cargo cover removed, my youngest’s hockey bag went in. I was very clear that failure was not an option, because if it did not fit, he was going to have it in his lap for the ride home. Top Gear has documented worse fates. The bag fit. This is now canon. I also got BBQ supplies pretty easily on a trip to the grocery store.
2026 Toyota GR Supra MkV Final Edition: Driving and Usability
The part everyone already knows, and that still needs to be said: 382 horsepower through the rear wheels with a six-speed manual is excellent. The B58 engine, which BMW has been developing and refining for years across multiple platforms, is one of the best inline-sixes currently in production by anyone. It sounds great. It pulls hard. Fun.
The rev-matched downshifts on the manual are the best I have encountered in a press car. Rev-matching on automatics is common and often fairly well done. Rev-matching on a manual transmission, where the system has to read your inputs and blip the throttle on downshift without making you feel like it is doing the driving for you, is genuinely harder to get right. Toyota (OK, BMW) got it right. Each downshift blip is immediate, accurate, and satisfying in a way that makes you want to find a reason to downshift again. The engine sound on that blip is particularly good, as are the little burbles on the overrun. Quite fun.
The Sport mode on the adaptive suspension allows individual setting adjustments, which is how you do it. I ran softer suspension with sportier throttle response and steering weight. The car lets me do that rather than bundling everything into one preset. The ride quality is good, but not exceptional. The Final Edition’s revised suspension tuning finds a workable daily-driving balance, but this is a sports car, and it rides like one. On smooth roads, it is composed and satisfying. On rough urban surfaces, it communicates imperfections. Not unpleasant, just honest.
Stoplight visibility is limited when you are very close to the signal. The low roofline and high door sills mean that the light directly above and in front of you disappears from your sightline. You learn to position accordingly. It is a minor adjustment that sports car drivers have been making for decades, but worth mentioning for buyers coming from higher-seating vehicles.
Speaking of moisture, the driver assistance systems are not available in heavy rain. I know, because the car told me this while I was in heavy rain, which is when I would most want them available and when an unexpected alert is least welcome. I understand the technical constraints. The notification still arrives as a distraction rather than reassurance.
I’ll close this section with this. Everyone in a remotely quick car wants to race you. I assume that happens in regular Supras, but even more in matte black with GR on the side. It’s flattering, if annoying. Buyer beware.
Wait, one more usability item. There has been a lot written about the wonky wind noise coming from the mirrors on previous Supras. This one needs a bit of a warning about water intrusion: with any moisture on the windows, whether from rain, wiper fluid, or morning condensation, water finds its way inside when the window is open. On a morning with heavy dew, I got moving, rolled the window down briefly, and subsequently had water dripping onto my left arm for the next several minutes. The window also produces an audible creak when closed in wet weather. This a bit unideal on a $73,000 car, and it is worth knowing before you take delivery in a wet climate.
Summary
This is the last one. For now.
After this, Toyota has confirmed the Supra nameplate is going away, at least in this form. The next generation, when and if it comes, is expected to be Toyota going it alone without BMW’s involvement. The working assumption is a turbocharged four-cylinder hybrid system. Whether it carries the Supra name, whether it delivers anything close to this car’s character, whether it comes with a manual transmission option, all of that is speculation.
What is not speculation is the car that exists right now. The GR Supra MkV Final Edition in Undercover with the GT4 pack and the six-speed manual is a specific, limited, cool thing. It is quick and precise, it makes the right sounds, and it will fit a hockey bag if you remove the cargo cover. The water leak issue is annoying. The interior space is genuinely minimal. CarPlay takes too many button presses to reconnect.
Would I buy one? Not in this spec, if I am being honest. The Undercover matte and the GT4 livery are a look that requires a certain kind of vibe to drive daily. I am more of a manual Stratosphere blue person, personally.
But the car underneath the graphics and the matte paint? Yes. Without question. The GR Supra MkV Final Edition is a remarkable machine and a genuinely sad goodbye. I hope whatever comes next remembers what this one was, and what the four generations that preceeded it were about.
2026 Toyota GR Supra MkV Final Edition
As-Tested MSRP: $73,300 | Engine: 3.0L Twin-Turbo Inline-6 (BMW B58) | Output: 382 hp / 368 lb-ft | Transmission: 6-speed manual | Drivetrain: RWD | 0-60: 4.2 sec (manual) | Fuel Economy: 19/26/21 mpg (city/hwy/combined) | US Production: 900 units total | Color: Undercover (GT4 Style Pack exclusive)
Jeff Glucker