Given the force Toyota Gazoo Racing has become, it’s surprising to be reminded by a press release that the A90 GR Supra was the department’s first global model, such has been the meteoric rise and acclaim of the likes of the GR Yaris and GR86.

And whilst the GR Yaris lives on in a revised format, the GR Supra is being retired in 2025. The Supra itself will live on in Toyota’s motorsports programme, so perhaps it’s fitting that the two run-out models have been directly influenced by the Supra’s success in winning multiple GT4 championships.

Limited to 300 units worldwide, the A90 Final Edition is the high-specification variant. But don’t think this means a typical farewell application of all the bells and whistles and an exclusive paint scheme. Based on the 3.0-litre turbocharged straight-six and manual transmission combination, the Final Edition boasts an output increased from 340bhp to 435bhp at 6,000rpm. Torque is also up from 369lb-ft (500Nm) to 420lb-ft (570Nm), produced from 1,350–4,700rpm. A new intake, revised catalyst and a tweaked ECU liberate the additional performance and raise the top speed to 168mph. Toyota are yet to confirm any acceleration figures, but expect the Final Edition to comfortably eclipse the manual Supra's 4.6 second 0-62mph time.

On top of the extra oomph are the chassis upgrades, and this is where things get doubly exciting, as the A90 Final Edition features adjustable coilovers supplied by KW Motorsport. Offering 16 rebound settings and 12 compression stages, owners will be able to tailor the car for both road and circuit use. The camber is adjustable too, and the active differential has been reprogrammed to align with the new suspension and reduce understeer.

Also revised is the electronic power steering, with modes exclusive to the Final Edition. Even the bodyshell has been under the microscope, with extra bracing, plus a strengthened crossbar in the rear luggage space – crafted from the same rigid aluminium mount for the rear subframe as the GT4 car. Firmer anti-roll bars are found on both axles.

The A90 Final Edition comes equipped with new, staggered 19” and 20” lightweight alloys, wrapped in Michelin Pilot Sport Cup 2s, which are 10mm wider than the standard rubber. Reining in the newfound performance are enhanced Brembo brakes. The four-pot calipers clamp on 395mm discs equipped with uprated pads and mesh stainless steel lines. Further contributing to the car’s track endurance capability is the addition of a baffle plate to the engine oil pan to prevent uneven oil distribution under higher g-forces. Cooling has been improved by strengthening the radiator cooling fan, adding a sub-radiator and enlarging the differential gear cover cooling fins.

Finally, we get to the cosmetics – but even here it’s form over function. The new carbon-fibre aero additions, such as the swan-neck wing, have been refined in the wind tunnel to enhance downforce and cut drag. A new carbon-fibre duct on the bonnet features a removable inner element for extra cooling when removed, again inspired by the GT4 racer. Yes, there is an exclusive paint – a unique matte black – while an Akrapovič titanium exhaust rounds off the look, one that arguably gives the A90 Supra the attitude it cried out for from the start.

Inside, RECARO Podium CF bucket seats take centre stage, finished in red Alcantara. Red seatbelts, carbon-fibre scuff plates and an Alcantara steering wheel ensure the A90 Supra Final Edition won’t be mistaken for any of its lesser brethren.

GR Supra Lightweight EVO

You might anticipate the enticingly named Lightweight EVO takes the Final Edition and dials the wick up to 11, creating a Porsche Cayman GT4 RS rival, but sadly that’s not the case. The power upgrade is missing, as are the 20-inch rear alloys, KW suspension and fatter tyres, plus the larger brakes (although they’re still uprated – just to 374mm at the front). But that doesn’t mean there’s not still lots to like.

Said to be developed by listening to customer feedback, the Lightweight EVO has more in common with the standard car – thus is expected to be more readily available. Re-tuning across the board has occurred, but it’s of the existing hardware – the adaptive dampers have been recalibrated, there are custom settings for the e-diff and revised geometry, all with enhanced roadholding in mind. New bushes for the front control arms and strengthened rubber mounts for the rear subframe also contribute, along with a stronger under-body brace and fatter front anti-roll bar. The EPAS has also been fettled.

The aero changes reflect the more subtle approach of the Lightweight EVO, with a carbon-fibre ducktail spoiler adorning the boot, plus tweaked front wheel arch flaps and higher front tyre spats. The 19-inch alloys are also finished in matte black, although unlike the A90 Final Edition, the regular colour palette of the GR Supra is expected to be available.

The interior of the Lightweight EVO retains much of the standard car, with the driver’s seat trimmed in leather and Alcantara and embroidered with the GR logo. Red stitching, red highlights around the gear knob and red seatbelts box off the changes.

Despite the name, Toyota has made no reference to any weight-saving measures with the Lightweight EVO, which weighs a claimed 1,520kg ‘in manual form’. This leads one to assume the car will also be offered with the eight-speed ZF automatic transmission. In case you’re wondering, the A90 Final Edition tips the scales at 1,528kg.

Toyota has not released any pricing details yet for either model, only stating that the order books will open in Spring 2025. Given the level of enhancement and limited batch of 300, it’s safe to assume the A90 Final Edition will not come cheap – but the Lightweight EVO should be priced close to the existing 3.0 GR Supra variants. Either way, it looks like Toyota has saved the best till last.