The Third Shall be First: 1986–1993 Toyota Supra

Photo taken at ToyotaFest 2013

This is a short history of the 1986–1993 Celica MK3/Third-Generation Supra, written by award-winning automotive historian Aaron Severson of AteUpWithMotor.com. Enjoy!

Supra and Celica Part Ways

In the early '80s, Toyota began shifting its mainstream models to more space-efficient front-wheel-drive platforms. The Corona and Carina sedans made the switch in 1983 and 1984, followed by the fourth-generation Celica in August 1985, which shared the Carina platform. This change made it impractical to offer six-cylinder versions of the Celica as before. However, the Celica XX/Supra had been popular, especially with its luxury-oriented cousin, the Soarer. Rather than abandon these models, Toyota decided to give them their own rear-wheel-drive platform.

Picture taken at ToyotaFest 2013

The third-generation Supra and second-generation Soarer, both launched in early 1986, featured an all-new chassis. They replaced MacPherson struts and semi-trailing arms with a more advanced suspension system: upper wishbones and lower L-arms in the front, and upper A-arms, trailing arms, and lower lateral links in the rear. Coil springs were standard, and Toyota Electronically Modulated Suspension (TEMS) was optional. Some models also came with ABS and later an electronic skid control system. Power steering and four-wheel vented disc brakes were standard features.

The third-generation Supra was a sleek 2+2 with a lift-up glass hatch and small rear seats. Although slightly shorter than its predecessor, it was significantly heavier—by about 375 lb (170 kg)—due to added standard equipment and structural reinforcement for the optional removable roof panel. In Japan, these models were known as Aerocoupes, while export versions were called Sport Roofs.

Third-Generation Supra Variations

If we look only at export models, the third-generation Supra's mechanical specifications are relatively straightforward. All export Supras used Toyota’s 2,954 cc (180 cu. in.) 24-valve DOHC straight-six engine, producing 200 hp in normally aspirated 7M-GEU form and 230 hp (later 232 hp) in turbocharged 7M-GTEU form. Transmission options included a five-speed manual or a four-speed automatic. ABS, TEMS, and the lift-off Sport Roof were optional, though export cars didn’t get the Japanese models’ optional skid control system or digital instrument panel.

89-92 Toyota Supra/MK3

The Japanese domestic market (JDM) Supra lineup was far more complex, largely due to road tax laws. To keep the Supra in a lower tax bracket, JDM models offered a variety of 2.0-liter engines and a narrower body with smaller wheels and tires compared to export models. Some JDM Supras later adopted wider bodies and tires for homologation in Japanese touring car competitions, but standard models stayed just under the 66.9-inch (1,700mm) width limit for the small car class.

At launch, Japanese buyers could choose from four 2.0-liter Supras: the 2.0S and 2.0G with the 105 hp SOHC 1G-EU engine; the 2.0GT with the DOHC 1G-GEU engine and 140 hp; and the DOHC 24-valve 2.0GT Twin-Turbo with 185 hp. The top-of-the-line 3.0GT Turbo produced 230 hp and was initially available only with an automatic transmission. The normally aspirated 7M-GEU engine was never offered on JDM Supras.

In 1989, Japanese Supras received a new base engine: the 135 hp 1-GFE. Other engines saw power increases: 150 hp for the 2.0GT, 210 hp for the 2.0GT Twin-Turbo, and 240 hp for the 3.0GT Turbo. There was also a limited-production 3.0GT Turbo A with 270 hp, mainly for racing homologation.

Two years later, Japanese 3.0GT Turbos were replaced by the 2.5GT Twin-Turbo with the 2,491 cc (152 cu. in.) 1JZ-GTE engine, shared with the latest Soarer. It delivered 280 hp and was the most powerful third-generation Supra, but it was never officially exported.

Big, Fast, Bland?

The third-generation Supra was a large, capable GT that performed well in Group A touring car events from 1988 to 1993. Even in production form, the 3.0-liter and turbocharged models were impressively quick: normally aspirated export Supras could hit 60 mph in less than 8 seconds and reach over 130 mph. The 3.0-liter Supra Turbo could do 60 mph in under 7 seconds and top speeds exceeding 145 mph. (Toyota claimed over 150 mph, but independent tests found this optimistic.) However, the 2,954 cc engine wasn’t very refined when revved hard, and its weight offset its power, making it slightly slower than lighter rivals like the Mazda RX-7 and Porsche 924S.

Handling was similar. With wide 225/50VR16 tires, export Supras had good grip, but their size, weight, and somewhat numb steering (improved in later models with speed-variable power assist) made them feel a bit sluggish. The Supra was quiet and comfortable for a GT, but it wasn’t as fun to drive as the smaller mid-engine MR2. Critics felt the Supra had become too big and too bland.

Despite this, the third-generation Supra sold extremely well: nearly 60,000 units in its first year and close to 50,000 in 1987. Interestingly, early sales were stronger overseas, but JDM sales surged in 1989 as export business declined. By the end of its run, the Supra sold better in Japan than abroad, likely due to the strong yen increasing export prices. In total, Toyota sold over 240,000 third-generation Supras by early 1993—a strong showing for an expensive GT.

Unfortunately, the Supra would never achieve those numbers again, even with the sleeker, faster fourth-generation model introduced in April 1993.

Steel Structure

Tower Crane Steel Structure, regarded as the main parts of tower crane, refers to the tower crane jib, tower crane counter jib, tower head, tower crane Telescoping Cage, tower crane turning table,tower crane pull rod, tower crane Mast Section, tower crane Fixing Angle, ect. Steel Structure is made of steel, which fits the name.

Tower crane jib is a metal lattice structure of a normally triangular section, whose main mission is to provide the crane with the necessary radius or range. It is also called a jib. Like the mast, it usually has a modular structure to facilitate its transport.

The Anchorage Frame secures the tower crane mast to a structure or framework and provides stability when the tower crane is under load or experiencing wind forces.

The hook is the main load-bearing component that hauls loads. It is attached to a trolley that allows the hook to raise and lower, as well as move towards and away from the mast.

Telescoping Cage Jacking Cage,Crane Telescoping Cage,Tower Crane Jacking Cage,Climbing Cage,Tower Crane Yoke

SHEN YANG BAOQUAN , https://www.bq-cranes.com