The 2020 Toyota Tundra TRD Pro is crawling into the new year with some worthwhile upgrades, but it's still the same truck we've known for a long time. Now, you can enjoy Apple CarPlay, Android Auto or Amazon Alexa on the 8-inch infotainment screen as you blast through muddy trails while taking advantage of those Fox Racing shocks, TRD springs and all-terrain tires. All the added tech is great, but the addition of Army Green to the color palette in 2020 is hands-down the best part of this year's Tundra TRD Pro. It makes the already imposing truck look even more aggressive. We love it, and we're sure truck buyers will, too. There's nothing distinctive under the hood of the TRD Pro, as it's blessed with the same 5.7-liter V8 found in any other Tundra. It makes 381 horsepower and 401 pound-feet of torque and channels that through a six-speed automatic transmission. Four-wheel drive is standard for the TRD Pro, and it accomplishes an impressively terrible 14(!) mpg combined. Unfortunately, that's about all we could manage with our week in the Tundra — using the right pedal is dangerously addictive with the TRD dual exhaust bellowing out its battle cry behind us.  Toyota loads the TRD Pro up with most of the features you might want as standard equipment, so it has a steep starting price at $54,275. With that high price, you get the 18-inch BBS forged wheels, LED headlights, TRD Pro leather-trimmed interior, JBL premium audio system and Toyota's full suite of driver assistance systems that includes niceties like adaptive cruise control, lane departure alert and auto high beams among other features. Our truck only had a few accessories on it that brought the final price up to $55,020. Editor-in-Chief Greg Migliore: The Tundra TRD Pro sounds great. The 5.7-liter V8's note funneled through the dual exhaust has character. It's low and there's a bit of rumble and growl in there. An angry thrumming was produced when I jabbed the throttle. It's forceful. Sometimes, I'd put the pedal about a quarter of the way down, let the revs build and then accelerate harder while jockeying for lane position. It sounds menacing throughout the band. The black chrome treatment is slick, too. TRD trim does a lot of material and cosmetic things for Toyotas of all shapes and sizes, and the sound the Tundra makes is one of my favorite results.  While I'm focusing primarily on the sound TRD gave the Tundra, I was impressed with the effect Toyota's performance arm has on the entire truck. The suspension is sprung nicely for both on and off-road dynamics, and the TRD Pro Army Green color makes this thing look the part of an enforcer. It's subtle and tasteful, yet in command.

The @Toyota Tundra TRD Pro in Army Green. I like it. TRD trim does some cool things for the Tundra. And the exhaust tuning sounds really good. @therealautoblog pic.twitter.com/Djb5j2bAqs — Greg Migliore (@GregMigliore) December 17, 2019 Assistant Editor, Zac Pamer: Toyota is finally getting around to adding Apple CarPlay and Android Auto into its infotainment systems, and this deserves some recognition. The 2020 Tundra is one of those models and it's about time as Toyota has been one of the last holdouts for implementation of the technology. It worked great on our Tundra TRD Pro tester, connecting instantly and working flawlessly the whole time. However, that's where the good stuff ends on this infotainment system. Toyota's software is still slow and behind most of the others out there. The graphics look dated, and there aren't any standout features to speak of. The interior design is similarly behind the times. The red and black TRD Pro flourishes are nice and plenty noticeable, but it doesn't fix the generally boring overall look and hard plastics. Stepping out of a new Ram 1500 and into this truck's interior will make you wonder why the Tundra costs so damn much. In a TRD Pro, some of it is forgivable because of its intended purpose as an off-road truck. Other Tundras, not so much. We've seen plenty of evidence to show a redesigned Tundra is coming, so wait it out if a competitive interior is top of mind. The current TRD Pro excels at being fun to drive, but these other sore points are where the American competitors have it nailed.

The BEST color for the Tundra TRD Pro: Army Green. pic.twitter.com/vk6EGSxWfD — Zac Palmer (@zacpalmerr) December 20, 2019 Associate Editor, Joel Stocksdale: The Tundra is an old truck, and that shows through in its stale interior and less refined driving experience compared with the latest crop of full-size pickups. That being said, there are some perks to it, some of which might be a by-product of its age. For instance, the visibility is so good, it makes this truck feel smaller than it is. The hood is lower relative to your seating position, and the pillars are nice and thin. It's a welcome change from the competition that can be nerve-wracking in tight spaces if it weren't for loads of cameras. Also surprising was the fact that the Tundra feels nimble for a big truck. Body roll is limited and the steering is quick and accurate. There's even some feedback. This is countered by a stiff, truck-like ride, but it was worth it to me. With that throaty exhaust growl, it almost felt sporty. Sure it's not the segment leader, but the Tundra still has its strong points.

The 2020 Toyota 4Runner represents the 11th year of a fifth-generation design that debuted as a 2010 model. So it's not new, but that also doesn't stop it from being more successful than ever. Sales have been on the rise every year since, with a notable spike in 2015 after it got a minor facelift and a freshened dashboard. There were welcome tech updates for 2020. However, nothing much has changed on the mechanical side in all of that time. Why is that? The answer has two parts. The competition has morphed into crossovers, leaving the 4Runner as one of the last truck-based SUVs standing. It's also legendary in its own right when it comes to off-road performance and durability. Instagrammers and Overlanders, as well as those who follow Overlanders on Instagram, seem to be magnetically drawn to it. The one that best encapsulates this vibe is the TRD Off-Road (known as the Trail before 2017), a thoughtfully-equipped model that occupies the second rung in the price ladder. There's no doubt the TRD Pro is a nice piece, but the TRD-Off Road is far less expensive, much easier to find, and it still has the same locking rear differential, Crawl Control, and the Multi Terrain Select traction control optimization system. Sure, you won't get the Pro's knobbier tires and tricky shocks, but you can replicate both in the aftermarket and still have a good chunk of money left over. And the TRD Off-Road offers a potent option you can't get on the Pro: KDSS, the Kinematic Dynamic Suspension System. Let's take a deep dive into the suspension of a 4Runner TRD Off-Road with KDSS. The 4Runner's front suspension is very similar to that of the Toyota Tacoma, the dearly departed FJ Cruiser and even the Lexus GX. All of the parts aren't necessarily interchangeable, but they all use a double wishbone layout with coil-over shocks that is functionally the same. It takes five links to locate a wheel in space, but each use of an A-shaped wishbone counts as two. Front suspensions obviously need to turn, so the fifth link is always the steering linkage (yellow arrow). This one is mounted ahead of the front axle, a position that is generally thought to be superior. It's also easy to execute when the engine is mounted longways, as it is in trucks and truck-based SUVs like the 4Runner.   The upper wishbone is mounted high, a position that reduces the load on the arm and its bushings, and makes it easier to optimize steering and camber geometry. Here the pivot axis is angled steeply down toward the rear, an arrangement that produces an anti-dive effect that works against the tendency for nose-dive under braking.   The lower wishbone (yellow) is hard to see here because every system wants a piece of it. The coil-over shock (green) bolts to it after it necks down to sneak past the driveshaft, but the elephant in the room is the massive and weird-looking front stabilizer bar (red) running along the front edge. Most 4Runners (and all Tacomas) have a smaller front stabilizer bar that loops over the top of the steering to connect with the open hole (blue) in the steering knuckle via a linkage. But this 4Runner has KDSS, which features a larger bar that runs along the front of the lower wishbone and is attached to it directly with an unusual bushing and clamp arrangement. You want KDSS whether you're going off-road or not. The system is essentially a pair of fatter stabilizer bars that are better at suppressing body roll (and upset stomachs) on winding roads. But such high roll stiffness is usually terrible off-road, where wheel articulation is king. The magic of KDSS is that it can sense these situations and let the bars go limp and effectively "disappear" at the opportune moment without driver intervention. The direct bolt-on mounting we see here is central to the way it works.   Normally, stabilizer pivot points are fixed rigidly to the frame and the links that connect to the moving suspension elements are out on the free ends. But you can switch that around if you attach the bar ends to the suspension directly. Here the KDSS stabilizer bar's pivot points are floating on links, with an entirely rigid one on the passenger side (yellow) and a hydraulic cylinder (green) on the driver side. The hydraulic side stays rigid on paved roads, and that holds the bar's pivot axis firmly in space so the stabilizer can offer twisting resistance to counteract vehicle roll in corners. Moguls and other lumpy off-road terrain causes the cylinder to go limp, and that allows this corner of the bar to move up and down freely. This action destroys the bar's ability to generate any roll stiffness, which is a boon to off-road wheel articulation. The end result is the same as the push-button stabilizer bar disconnect system on the Jeep Wrangler Rubicon, but the method is entirely different and there's no button to push. But it's more than that. The ability to disconnect a stabilizer bar means you can mount a fatter one in the first place, and that's why a KDSS 4Runner corners flatter on winding roads and is better able to handle, say, a rooftop tent than a non-KDSS 4Runner. That same KDSS 4Runner will also articulate better when driven off-road despite its bigger stabilizer bars. There are downsides. KDSS costs $1,750. It comes with a front skidplate that hangs down a little more to allow for the expanding motion of the front strut. There's also a limit to how much you can lift a KDSS 4Runner. Estimates vary, but 2 inches seems to be the maximum.   The front bump stop is a rubber chunk that gets squished into the lower wishbone. Those concentric cuts help to make the engagement a bit more progressive, but the specific reason for the pebbly texture escapes me. If I had to guess, I'd say noise reduction.   All 4Runners come with sizable front brakes that consist of ventilated front rotors and 4-piston fixed calipers. They employ an open window design, which means a routine brake pad change is a simple matter of removing a pair of pins (yellow) and pulling the pads straight out. As ever, you'll have to unbolt and remove the caliper if the rotor needs attention.   The rear suspension of the 4Runner uses coil springs and a solid rear axle located by five links. The FJ Cruiser used a similar arrangement, but the Tacoma looks totally different back here because it uses leaf springs. That prominent bellows indicates another KDSS hydraulic cylinder, but the spare tire is in the way and needs to be cleared out before we can see very much detail.   A five-link axle mounting system should have two links per side, but we can only see one of them (yellow) here. Both would be clearly visible if this were a Ram 1500 or Jeep Gladiator. Instead we see a prominent outboard-mounted shock absorber, a placement that makes them more effective and allows them to nestle up to the tires where they're less likely to be snagged by trailside rocks. They're also ridiculously easy to access if you want to swap them out.   Each side's elusive "missing link" can be found inboard of the coil spring and just above the axle housing. We're now up to four.   There are bump stops, and then there are bump stops. The blocky one (yellow) is the actual bump stop. Its cupped shape hugs the axle itself without need for a flat landing pad, and the small void is there to soften the initial blow. There's also a structure within the coil spring itself, but this is more of a rubber secondary spring (green) than a bump stop. This gives the rear suspension a dual-rate function that comes into play when the vehicle is loaded. Toyota engineers shy away from progressive coil springs because of durability and noise concerns, so they chose this route instead.   Link number five is easy to see with the spare tire absent. It's a lateral panhard rod that keeps the axle from moving left and right. The fixed end (yellow) is attached to the frame and the moving end (green) is connected to the axle. Longer is better here, because a big swing radius reduces the amount of left-right translation that will occur as the link moves through its arc. For the same reason, it's even more critical for it to start out level at rest. The slight rise apparent here will almost certainly disappear with a couple of people on board.   The KDSS rear stabilizer is hard to miss with the spare tire out of the way. As in the front, the bar ends are fixed to the suspension and the pivot points seem to float. The passenger side pivot link (yellow) is always rigid and the driver side link is a hydraulic strut (green) that can either be rigid or limp depending on whether the vehicle is cornering on asphalt or riding the moguls off-road. The fact that it's back here at all is unique because most stabilizer bar disconnect systems only work at the front. KDSS, on the other hand, actually needs to be present at both ends for it to work at all. When cornering, the front and rear KDSS struts are "in phase" and both experience either compression or tension at the same time. The pressure is balanced, and so the pistons within the struts don't move. Moguls put the system in "opposite phase" in which one end is in compression while the other experiences tension. This large pressure differential allows the struts to move freely. The bars wobble about like a table with a short leg, but they can't generate any roll resistance.   The rear brakes are of two minds. The primary stopping power comes from a solid disc and a single-piston sliding caliper. But the rotor also has a deep "hat" section (yellow) that indicates the presence of a drum parking brake.   The TRD Off-Road rolls on 17x7.5-inch aluminum alloy wheels and P265/70R16 tires. That translates to 31.5 inches tall in old money, but the combination isn't light. Lift with your knees. The 4Runner stands apart in a world that is increasingly dominated by crossovers. The suspension we just examined is a big part of its appeal, not only in concept but also in Toyota's dedication to the design details that make it a legitimate performer off-road. But the 4Runner will soon have company. The Ford Bronco will return this year, and all indications point to a layout that is similar to the venerable 4Runner. Will it stack up well against the Toyota? The answer is only a few months away. Contributing writer Dan Edmunds is a veteran automotive engineer and journalist. He worked as a vehicle development engineer for Toyota and Hyundai with an emphasis on chassis tuning, and was the director of vehicle testing at Edmunds.com (no relation) for 14 years.

Toyota is offering a free blueprint poster of the GR Supra to U.S. residents, but if you want one you'd better hurry and put your name in while supplies last.

WASHINGTON — Toyota said on Tuesday it will recall 3.4 million vehicles worldwide because of an electronic defect that can result in air bags not deploying in crashes. The recall, which includes 2.9 million U.S. vehicles, covers 2011-2019 Corolla, 2011-2013 Matrix, 2012-2018 Avalon and 2013-2018 Avalon Hybrid vehicles and is tied to a report of one fatal crash. The vehicles may have an electronic control unit that does not have adequate protection against electrical noise that can occur in crashes, which could lead to incomplete or non-deployment of the air bags. It could also impede the operation of seat-belt pretensioners. In April, the U.S. National Highway Traffic Safety Administration (NHTSA) expanded a probe into 12.3 million potentially defective air bags covering a number of automakers, including the vehicles Toyota is recalling. NHTSA said in April it had identified two frontal crash events, including one fatal crash "involving Toyota products where (electrical overstress) is suspected as the likely cause" of air bags not deploying. Both involved newer Corolla cars. NHTSA said the air bags under investigation were installed in more than 12 million vehicles from 2010 through 2019 sold by Toyota, Fiat Chrysler, Honda, Hyundai, Kia and Mitsubishi. They were equipped with an air bag control unit initially produced by TRW Automotive Holdings Corp, which is now owned by ZF Friedrichshafen. In total, NHTSA said as many as eight deaths could be tied to the issue. Hyundai, Kia and Fiat Chrysler previously issued recalls for more than 2.5 million vehicles with the TRW air bag control units in question that might not deploy in crashes. When it recalled nearly 2 million vehicles for air bag non-deployments in 2016, Fiat Chrysler said it had reports of three deaths and five injuries that might be related to the defect. Hyundai and Kia ultimately recalled more than 1 million vehicles for air bag non-deployment concerns in 2018. Hyundai and Kia in 2018 said they had reports of four deaths and six injuries in North America tied to the issue. Toyota dealers will install a noise filter between the air bag control module and its wire harness if needed. Toyota declined to say how many deaths or injuries have been tied to the defect. Toyota will notify vehicle owners of the recall by mid-March.

Regardless of how well it sells, the second-generation Supra is a future classic, and Toyota knows it. Thanks to its storied history, its unusual development genes, and its tuner-friendly nature, it's one of the most interesting consumer vehicles on sale today, and it has all the credibility it needs to become collector fodder. To proudly celebrate its creation, Toyota announced it is giving away limited-edition posters, as well as a few other free goodies. Despite having other ultimate driving machines such as the Avalon TRD and Camry TRD, Toyota chose the GR Supra to immortalize on the all-important free poster. Typically, these types of giveaways are seen at auto shows, but this freebie will be delivered right to the front door. Toyota posted the announcement to Twitter on Monday, January 20, 2020, saying, "Get your FREE limited edition 2020 GR Supra poster – a soon-to-be collector's item – to mark the rebirth of an iconic sport car." The sign-up is still open today, and we hope Toyota will keep it open while you get your orders in. After inputting full name, email, and address, the prompt alerts users the poster will be shipped in six to eight weeks.   The design, which is shown in the tweet below, uses a blueprint layout. Over a grid, front, rear, and side views display the car's dimensions, and a full-color image pops in Renaissance Red 2.0. The GR Supra logo is seen in the lower left corner, and a spec sheet fills out the rest of the space. The Supra on the poster is a Launch Edition, which has 19-inch matte black wheels, Brembo brakes, and gloss-red mirror caps.  There is no mention of how many copies of these things are available, but for those who don't get one, the image is available for download, as are ringtones and wallpapers on 2020grsupra.com/poster.

Get your FREE limited edition 2020 GR Supra poster – a soon-to-be collector's item – to mark the rebirth of an iconic sport car. https://t.co/LCridKSeBU pic.twitter.com/T3RNISFi23 — Toyota USA (@Toyota) January 20, 2020

Production of the outgoing Toyota Land Cruiser kicked off in 2007, which makes the J200 one of the oldest SUVs in the market.

Toyota announced Friday it will move production of its mid-size Tacoma pickup from the United States to Mexico as it adjusts production strategies around North America to better consolidate vehicles built on shared architecture. This move will make room for more production of full-size trucks and SUVs in its San Antonio, Texas, facility, which will absorb production of the Sequoia SUV from its current Princeton, Indiana facility.  Toyota said it has completed a $1.3 billion modernization investment in its Indiana operations to add 550 jobs. Toyota said there would be no reduction to direct jobs at any of Toyota's facilities across North America as a result of the vehicle moves. The new North American trade agreement approved by the U.S. Senate on Thursday ensures that automakers will still be able to build pickup trucks in Mexico without facing new punitive tariffs. Here's how all of the changes break down:

Toyota Texas (San Antonio)

Toyota will shift production of the Sequoia in 2022 to Texas and that plant will end production of the Tacoma by late 2021. Tacoma production will be shunted to Toyota's Guanajuato plant in Mexico. Capacity at this facility will remain above 200,000 units per year.  While we learned last April that Toyota plans to build future Tundra and Tacoma models on the same architecture, this choice seems to indicate that Toyota's strategy relies just as much on size similarity as platform commonalities. 

Toyota Guanajuanto (Guanajuanto, Mexico)

Toyota has been building Tacoma trucks at its Baja California plant in Mexico since 2004. Last month, Toyota's newer facility in Guanajuato began assembly of the Tacoma. Its production capacity for the Tacoma in Mexico will be about 266,000 per year. Last year, the automaker sold nearly 249,000 Tacoma pickup trucks in the United States, up 1.3%. The company said the product moves were to "improve the operational speed, competitiveness and transformation at its North American vehicle assembly plants based on platforms and common architectures." Guanajuato will contribute an additional 100,000 units to pickup production once it is brought online. 

Toyota Indiana (Princeton)

The largest Japanese automaker also said it will end production of the Toyota Sequoia in Indiana by 2022 as that facility focuses on mid-size SUVs and minivans. The refurbished TMMI plant, which has added 550 new jobs so far, will help Toyota meet strong demand for the Highlander, its new mid-size SUV. It has more than 7,000 employees and has the capacity to assemble more than 420,000 vehicles annually, the company said.    

Toyota has been tight-lipped about the next-generation Sequoia, but that silence has been broken today as the company announced plans to "align North American production based on platforms and common architectures."

Image credit – Rain Prisk

One of Toyota’s more iconic sports cars, aside from the Celica, is the Supra. Many were no doubt pleased as punch when back in 2019, Toyota announced that they would be reviving the Supra almost two decades after production had ended, but what if the Supra were to be relaunched not as a sports car, but as a 4×4 vehicle?

TOM'S began as a factory-authorized tuning shop in Japan in the 1970s, and didn't take long to start modifying and racing Toyota Supras. So it's no surprise that the company got its hands on the new A90 Supra, its BMW running gear being no barrier to the company's work. The real surprise is the other vehicle on TOM'S menu: the Toyota Century, the company's luxurious and exclusive VIP transport. Both debuted at the Tokyo Auto Salon recently. At least there's precedent for "tuned" Centuries, even if it's a strange one: Akio Toyoda, the company's CEO, built a "Gazoo Racing Masters of Nurburgring" variant of the luxury sedan. It seems more like a one-off special for the CEO than a production model, but there you go. The TOM'S Century doesn't alter the V8 hybrid powertrain, but does add a bodykit and custom interior (that sadly we don't have any photos of yet). A custom exhaust rounds out the changes. The TOM'S Supra is more involved. The exterior gets a lot of carbon fiber parts — front, side, and rear diffusers, a large rear wing and curvaceous overfenders. TOM'S Advox coilovers and six-pot Brembos help with cornering and stopping duties. The engine gets a tune, larger intercooler, and a better-flowing turbo that breathes through a TOM'S exhaust system. The inside (again, not pictured) gets seats and an aluminum wheel. The mods are good for 120 horsepower over the stock Supra, and it's 3.3 inches wider overall. TOM'S claims increased downforce, too. The TOM'S Supra (roughly $129,180) will be limited to 99 units, and the Century ($255,600) to 36 units. They will not make it to the U.S., although we're sure that if you waved enough money at TOM'S they would send the parts over to do much of the conversion to the Supra yourself. If you're in Japan or have enough cash that where you're located doesn't matter, you can read more about both models at the TOM'S site.

Toyota is making its first big bet on the airborne urban mobility market of the future by investing $394 million in Joby Aviation, a California-based company that has developed a four-passenger, battery-electric vertical takeoff and landing aircraft.

Toyota served as the lead investor in Joby's $590 million Series C financing round and says it will share its vaunted expertise in manufacturing, quality and cost controls to help Joby develop, produce and commercialize its eVTOL aircraft. Toyota will also appoint Executive Vice President Shigeki Tomoyama to the Joby board of directors.

The move gives the automaker a presence in the increasingly popular "flying car" segment that has seen the likes of Hyundai, Porsche, Audi and Uber start to develop airborne taxi concepts as one solution to rising urban traffic congestion.

Toyota filed for patent protection back in 2018 for a car capable of driving on terra firma and flying, courtesy of the ability to transform itself via a pair of struts that tilt upward and sprout spring-loaded rotor blades from the wheels, enabling it to fly. But the company hasn't showed off an actual prototype.

"Air transportation has been a long-term goal for Toyota, and while we continue our work in the automobile business, this agreement sets our sights to the sky," Toyota President and CEO Akio Toyoda said in a statement.

As for the aircraft itself, it looks like a combination of a helicopter, small fixed-wing airplane and drone. Joby claims it can travel at 200 mph and go more than 150 miles on a single charge, with multiple redundancies baked in to avoid single points of failure. No details are offered about its battery pack or powertrain.

Joby is in major growth mode, as evidenced by the many job openings listed on its website, and it says it is building manufacturing and testing facilities in Marina, California, not far from its headquarters in coastal Santa Cruz. The company was founded in 2009 and says it has opened its formal certification program with the Federal Aviation Administration.

Toyota isn't a stranger to flying cars as the company gave $386,792 (£296,295 / €346,790) to Cartivator back in 2017.

The 2020 Toyota GR Supra and Ford Mustang Bullitt are two of the most exciting sports cars launched in recent years and Car Magazine in South Africa recently lined up the duo for a head-to-head drag race to see which is the quickest.

We've known for a while now that the 2020 Toyota Supra would get some four-cylinder variants around the world, but now we finally have official specifications. As expected, it has a 2.0-liter inline-four with a twin-scroll turbocharger coupled solely to an 8-speed automatic transmission and rear-wheel drive. In total it makes 255 horsepower and 295 pound-feet of torque. These specs are identical to the BMW Z4 sDrive30i that the Supra is based on, which is interesting considering that the six-cylinder is rated slightly lower than the equivalent Z4. Toyota says this version of the Supra will hit 62 mph in 5.2 seconds. For reference, that's just over a second slower than the six-cylinder version. So if it's measurably slower with less power, is there any appeal to the Supra four-cylinder? Well it will certainly be cheaper to buy than the six-cylinder version, though exact pricing isn't available yet, and based on Z4 fuel economy numbers, it should be slightly more fuel efficient. But from a performance standpoint, the four-cylinder has a significant weight advantage. Toyota says it weighs about 220 pounds less than the six-cylinder car. Toyota boasts about a 50/50 weight distribution, as well, but the six-cylinder has that same distribution. The four-cylinder Supra will go on sale in Europe in March 2020, with other markets likely at about the same time. It comes standard with 18-inch wheels, black Alcantara-trimmed seats and an 8.8-inch infotainment system. There will also be a special Fuji Speedway edition, pictured above, offered only in white with red mirrors, 19-inch wheels carbon fiber trim, and red and black Alcantara-trimmed seats. Only 200 examples of it will be sold in Europe. We reached out to Toyota to find out if there are any plans for offering the car in the U.S., and Toyota wouldn't comment. There is a possibility it will happen, though, as the powertrain is already certified for the U.S., and of course the body and chassis is, too. It will likely simply come down to whether Toyota sees demand for a less powerful, lighter weight and lower cost Supra.