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Toyota1993–2024 Critical issues documented

Toyota Supra: common faults & what to check

Thinking about buying a used Toyota Supra (1993–2024) in New Zealand? We've documented 23 known faults for this model spanning cooling, fluid leaks, engine, and transmission. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.

Check this exact Toyota Supra

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

23

Documented faults

Critical

Most serious

$500–$2,200

Typical repair

12

Service milestones

Which Toyota Supra are you looking at?

4 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Toyota Supra

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Toyota SupraEngine not picked yet

Pick the engine above first: the Supra came with 3, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Toyota Supra

Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

matched on no vehicle context

What to look out for

The checks worth doing on a Toyota Supra before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Examine both turbo oil feed and return lines for cracking, hardening or weeping.

    See why

    2JZ-GTE turbo oil feed line deterioration leading to turbo failure

    On twin-turbo A80 Supras the factory rubber oil feed lines to the sequential turbo system harden and crack with age, starving the turbos of oil. Once oil supply is lost the turbo bearings fail rapidly. NZ Supra owners routinely replace these with braided stainless lines as preventive maintenance; unaddressed failures result in full turbo replacement. High-mileage imports from Japan are particularly susceptible due to age alone.

    What you would notice

    • Blue-white smoke from exhaust under boost
    • Whining or grinding from turbo under acceleration
    • Oil consumption increase with no visible external leak
    • Turbo response lag or complete boost loss
    • Oil pooling underneath rear of engine bay

    Typically $900–$3,500 to put right.

  • Serious issue

    Remove oil filler cap and inspect underside for cream-coloured emulsified residue indicating coolant contamination.

    See why

    2JZ-GTE Head Gasket Coolant Weep on High-Mileage Boosted Units

    The 2JZ-GTE cylinder head gasket is a multi-layer steel (MLS) design that performs reliably at factory power levels but is documented to develop external coolant weeps and internal combustion gas ingestion on high-mileage examples — typically above 150,000 km — particularly those that have been run at elevated boost pressure or have experienced cooling system neglect. The factory head bolts are torque-to-yield fasteners that lose clamping load over time and thermal cycles, allowing the head gasket fire ring to weep coolant externally at the block rail or pass combustion gases into the coolant jacket. Signs include persistent coolant loss without visible external leaks, sweet exhaust odour, white smoke under load, and raised coolant pH. Many NZ/AU market JZA80s are JDM-sourced grey imports with unknown boost histories, substantially increasing the risk. Full repair requires head removal, deck resurfacing, new studs (ARP recommended over OEM bolts), and gasket replacement.

    What you would notice

    • Coolant level dropping without visible external leak
    • White or sweet-smelling exhaust smoke especially when warm
    • Milky or foamy residue under oil cap or on dipstick
    • Persistent overheating or temperature fluctuation
    • Bubbling in coolant reservoir under load

    Typically $3,200–$7,500 to put right.

  • Costly issue

    Drain and inspect the rear differential fluid — healthy fluid is clean amber.

    See why

    Rear Differential Fluid Breakdown Causing Whine and LSD Chatter

    The A90 Supra's rear limited-slip differential (Torsen-type) uses a specific friction-modifier fluid that degrades rapidly under track or repeated aggressive driving. Toyota's own documentation acknowledges accelerated fluid life under performance conditions. As the fluid breaks down, the LSD clutch packs begin to chatter on slow-speed turns, and a pronounced differential whine develops under load. If left unaddressed, the differential can overheat and suffer internal gear or clutch damage requiring a full rebuild or replacement unit.

    What you would notice

    • Whine from the rear differential that increases in pitch with vehicle speed
    • Chattering or shuddering sensation through the driveline during slow-speed turning
    • Burnt or metallic smell from the rear differential drain plug area
    • Dark, discoloured differential fluid with metallic particles on the magnetic drain plug
    • Differential heat soak noticeable to the touch after a drive — running hotter than normal

    Typically $200–$4,500 to put right.

  • Costly issue

    Remove compressor inlet hose and inspect inside of compressor housing for oil film.

    See why

    Turbo oil drain restriction causing bearing wear and decel smoke

    The twin turbos on the 2JZ-GTE rely on gravity-drain oil return lines that pass through a restricted banjo fitting. These lines accumulate carbon and sludge over high-mileage use, especially if oil changes were extended. Partial or full blockage causes oil to back up into the turbo centre housing, degrading bearings and forcing oil past the seals into the compressor side. The result is blue-grey smoke on deceleration and eventual bearing failure if ignored.

    What you would notice

    • Blue or grey smoke from exhaust on deceleration or lift-off
    • Oil smell from exhaust
    • Oil residue inside the intercooler piping or compressor inlet
    • Turbo whine or roughness at high rpm

    Typically $400–$2,500 to put right.

  • Costly issue

    With the engine warm, open the bonnet and look for oil seepage or residue around the oil cooler assembly on the lower driver-side of the block.

    See why

    B58 Oil Cooler Pipe O-Ring Failure Causing External Oil Leak

    The BMW-sourced B58 3.0-litre turbocharged inline-six fitted to the A90 GR Supra routes engine oil through an integrated oil cooler heat exchanger mounted on the engine block. The oil cooler supply and return pipes are connected using rubber O-ring seals that are subject to heat cycling degradation. As the O-rings harden and shrink over time — typically from 30,000 km onward — they develop external oil leaks ranging from weeping to active drips. The leaked oil accumulates on the underside of the block and on the exhaust heat shields, creating a smoke-under-bonnet condition and fire risk if oil contacts the turbocharger or exhaust manifold. This fault is well-documented across the B58 platform shared with BMW 340i, 440i, and 540i, and has led to several technical service bulletins from BMW. Toyota-badged A90 units are equally affected due to identical hardware. The O-rings themselves are low-cost parts but the labour time to access and reseal the cooler connections is significant.

    What you would notice

    • Oil smell or visible smoke from engine bay at operating temperature
    • Oil accumulation on underside of engine block near oil cooler
    • Burning oil smell with no internal consumption symptoms
    • Oil residue on exhaust heat shield or turbo outlet
    • Dropping oil level without blue smoke from exhaust

    Typically $500–$1,400 to put right.

  • Costly issue

    With engine warm, watch boost gauge on a hard pull through 4500–6000 rpm — should climb progressively.

    See why

    Sequential turbo VCV flap actuator and wastegate solenoid failure

    The JZA80 2JZ-GTE uses a complex sequential turbo system controlled by vacuum-operated solenoids and a Vacuum Control Valve (VCV) that sequences the primary and secondary turbochargers. The stepper-motor actuator that opens the pre-turbo exhaust bypass flap and the three vacuum solenoids (VSV1/VSV2/VSV3) degrade with age and heat cycles. Failure causes the car to remain single-turbo only, lose boost above 4500 rpm, or produce erratic boost spikes. Solenoids crack internally or clog with oil vapour from the PCV system.

    What you would notice

    • Loss of power or flat spot above 4500 rpm where secondary turbo should spool
    • Check Engine light with boost-related codes
    • Boost gauge stays low or spikes erratically
    • Car feels like it has no top-end despite running well at low rpm

    Typically $300–$1,200 to put right.

Toyota Supra service schedule

What falls due, and at what distance, for each generation of the Toyota Supra. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

A90 Fifth Generation · 2019–2026 · 3.0L (B58) - RZ / GR

Petrol

Due by distance

  1. 15,000 km

    The run-in service check, covering the differential fluid and the car's general condition.

  2. 30,000 km

    Routine spark plug check and a new cabin filter to keep the interior pleasant.

  3. 60,000 km

    A big milestone: the transmission fluid gets assessed and the cooling system parts checked over.

A90 Fifth Generation · 2019–2026 · 2.0L (B48) - SZ / SZ-R

Petrol

Due by distance

  1. 30,000 km

    First check of the spark plugs and the cabin filter.

  2. 60,000 km

    Full transmission fluid service, plus a look at the accessory drive belts.

  3. 100,000 km

    Check the water pump and thermostat so the cooling system keeps working properly.

A80 Fourth Generation · 1993–2002 · 3.0L (2JZ-GTE) - RZ / Turbo

Petrol

Due by distance

  1. 100,000 km

    The original timing belt and water pump assembly should be renewed here, whatever the service stickers say.

  2. 150,000 km

    The original radiator's plastic end tanks can go brittle around now, which can let coolant weep.

  3. 200,000 km

    The original shock absorbers and suspension arms lose their factory feel by this point, and the car handles less precisely.

A80 Fourth Generation · 1993–2002 · 3.0L (2JZ-GE) - SZ / SZ-R Naturally Aspirated

Petrol

Due by distance

  1. 100,000 km

    The first real cooling system refresh, taking in the radiator and heater hoses.

  2. 150,000 km

    Shock absorbers and bushings are usually ready for renewal here, which brings the old handling back.

  3. 200,000 km

    Make sure all the accessory belts, pulleys and engine sensors have been checked or replaced for trouble-free touring.

See all 23 documented issuesEverything researched for the Toyota Supra, including 2 rated critical.
Depends on which engine this Toyota Supra has — 23Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.
Engine, transmission & cooling17

012JZ-GTE Head Gasket Coolant Weep on High-Mileage Boosted Units

Remove oil filler cap and inspect underside for cream-coloured emulsified residue indicating coolant contamination.petrol1993–2002Cooling
OccasionalCooling $3,200–$7,500 to fix

Can't confirm for this car

The 2JZ-GTE cylinder head gasket is a multi-layer steel (MLS) design that performs reliably at factory power levels but is documented to develop external coolant weeps and internal combustion gas ingestion on high-mileage examples — typically above 150,000 km — particularly those that have been run at elevated boost pressure or have experienced cooling system neglect. The factory head bolts are torque-to-yield fasteners that lose clamping load over time and thermal cycles, allowing the head gasket fire ring to weep coolant externally at the block rail or pass combustion gases into the coolant jacket. Signs include persistent coolant loss without visible external leaks, sweet exhaust odour, white smoke under load, and raised coolant pH. Many NZ/AU market JZA80s are JDM-sourced grey imports with unknown boost histories, substantially increasing the risk. Full repair requires head removal, deck resurfacing, new studs (ARP recommended over OEM bolts), and gasket replacement.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Coolant level dropping without visible external leak
  • White or sweet-smelling exhaust smoke especially when warm
  • Milky or foamy residue under oil cap or on dipstick
  • Persistent overheating or temperature fluctuation
  • Bubbling in coolant reservoir under load

What to check

  1. Remove oil filler cap and inspect underside for cream-coloured emulsified residue indicating coolant contamination.
  2. Check coolant reservoir for oily film or brown discolouration.
  3. Use a combustion leak tester (block tester) on the coolant reservoir — a colour change indicates combustion gases in the coolant.
  4. Inspect the block-to-head rail externally for dried coolant deposits or staining.
  5. Request service history for any previous head gasket work.

Where to look: Cylinder head gasket mating surface, inline-six engine block top rail, coolant passages between head and block

Parts involved: Head gasket.

Ask the seller

  • “Has the head gasket ever been replaced and if so what studs were used?”
  • “What is the boost history of the car — has it been run above stock pressure?”
  • “Has the coolant ever been tested for combustion gases or has the car overheated?”
  • “When was the last full cooling system service including thermostat and hoses?”

022JZ-GTE oil burning and valve-stem seal wear at high km

Watch for blue smoke on start and overrun, inspect intercooler piping for oil, check compression/leak-down and any modification history.petrol2000–2002Engine
OccasionalEngine $800–$6,000 to fix

Can't confirm for this car

The A80 twin-turbo 2JZ-GTE, though tough, burns oil at high mileage through worn valve-stem seals and turbo seals, showing blue smoke on start-up and boost. Many examples have also been modified, adding wear risk.

Symptoms to notice

  • Blue smoke on cold start
  • Smoke under boost/deceleration
  • Rising oil consumption
  • Oily residue in intercooler piping

What to check

Watch for blue smoke on start and overrun, inspect intercooler piping for oil, check compression/leak-down and any modification history.

Where to look: Cylinder head valve seals and turbochargers

Parts involved: Turbocharger.

Ask the seller

  • “Is it modified or stock, and what boost does it run?”
  • “Any blue smoke on start or boost?”
  • “Have compression and leak-down been tested?”

032JZ-GE naturally-aspirated head gasket failure from overheating

Perform a combustion leak test (CO sniffer or block tester) on the coolant reservoir.petrol1993–2002Engine
OccasionalEngine $2,500–$5,500 to fix

Can't confirm for this car

The naturally-aspirated 2JZ-GE found in base-spec A80 Supras is susceptible to head gasket failure when the cooling system is neglected or the engine overheats. High-mileage examples (over 180,000 km) imported from Japan frequently arrive with ageing coolant hoses, a fatigued water pump impeller and a weakening thermostat — any one of which can trigger overheating that compromises the head gasket. The 2JZ-GE head must be removed and inspected for warping when gasket failure is diagnosed.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • White or sweet-smelling exhaust smoke, especially when cold
  • Coolant loss with no visible external leak
  • Milky contamination inside oil filler cap
  • Temperature gauge climbing above normal
  • Bubbles visible in coolant overflow reservoir

What to check

  1. Perform a combustion leak test (CO sniffer or block tester) on the coolant reservoir.
  2. Check oil filler cap for creamy residue.
  3. Inspect for white deposits around any coolant hoses and the top of the radiator.
  4. Ask for evidence of cooling system service history.

Where to look: Cylinder head gasket between the block and head on the inline-six 2JZ-GE; front-mounted radiator and associated hoses

Parts involved: Head gasket.

Ask the seller

  • “Has the cooling system — hoses, thermostat, water pump — been replaced at any point?”
  • “Has the car ever overheated or has the temperature gauge ever gone into the red?”
  • “Is there any service history showing coolant flushes?”

04Rear Differential Fluid Breakdown Causing Whine and LSD Chatter

Drain and inspect the rear differential fluid — healthy fluid is clean amber.petrol2019–2024TransmissionRead the full fault: symptoms, where to look, what to ask the seller

05B58 3.0T timing chain cold-start rattle — shared BMW component

Cold-start the engine after sitting overnight and listen carefully for chain rattle from the front of the engine.petrol2019 onwardEngine
OccasionalEngine $1,800–$4,500 to fix

Can't confirm for this car

The A90 Supra uses BMW's B58 3.0-litre turbocharged inline-six, which shares the same timing chain tensioner design that has produced documented cold-start rattle on the BMW M240i, 340i and other B58 applications. The rattle occurs in the first few seconds after a cold start as oil pressure builds; it is caused by the hydraulic chain tensioner bleeding down when the engine is switched off. Early production A90s (2019–2021) are most frequently reported with this issue on A90 Supra and BMW B58 owner communities. Prolonged operation with chain rattle risks chain wear and potential guide failure.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling or ticking sound for 2–5 seconds immediately after cold start
  • Noise disappears once oil pressure builds
  • No warning lights in most cases
  • Noise may worsen in cold NZ/AU winters

What to check

  1. Cold-start the engine after sitting overnight and listen carefully for chain rattle from the front of the engine.
  2. Ask the seller to video a cold start if you cannot be present for one.
  3. Check for any oil change records — low oil level worsens the symptom.

Where to look: Timing chain and tensioner at the front of the B58 engine

Parts involved: Timing chain.

Ask the seller

  • “Does the car rattle for a second or two on a cold start?”
  • “Has the timing chain tensioner ever been inspected or replaced?”
  • “Is oil changed at or before the manufacturer-recommended interval?”

06ZF 8HP automatic transmission solenoid shudder and harsh shifts

Drive the car in light-throttle city traffic and feel for shudder between 40–80 km/h.petrol2019 onwardTransmission
OccasionalTransmission $1,400–$4,000 to fix

Can't confirm for this car

The A90 Supra uses the ZF 8HP48 automatic gearbox sourced from BMW. A proportion of 8HP units across various BMW applications have exhibited solenoid-related shudder (felt as a vibration during light-throttle up-shifts or in torque-converter lock-up), as well as harsh or delayed shifts. The condition can sometimes be addressed with a transmission fluid flush and software update, but faulty solenoid packs require replacement. NZ/AU buyers of used A90s should verify the gearbox history.

Symptoms to notice

  • Vibration or judder during gentle acceleration at 40–80 km/h
  • Harsh or clunky up-shift in normal driving
  • Delayed engagement from a standstill
  • Transmission warning light in severe cases

What to check

  1. Drive the car in light-throttle city traffic and feel for shudder between 40–80 km/h.
  2. Perform a firm stop-start and note if the gearbox engages smoothly.
  3. Ask if transmission fluid has ever been changed — fresh fluid sometimes reduces shudder temporarily.

Where to look: ZF 8HP48 automatic transmission under the centre of the car

Parts involved: Torque converter, Mechatronic / valve body.

Ask the seller

  • “Has the transmission fluid ever been changed?”
  • “Is there any judder or vibration when cruising at light throttle?”
  • “Has the car had any transmission-related warning lights or software updates?”

07Viscous LSD wear causing understeer and clutch pack slip

With car on a flat surface, apply moderate throttle from a stop in a tight circle — both rear tyres should show resistance.petrol1993–2002Transmission
OccasionalTransmission $800–$3,000 to fix

Can't confirm for this car

The factory Torsen-type and viscous LSD differentials fitted to JZA80 Supras degrade with age and mileage. The viscous coupling fluid breaks down and the clutch friction surfaces wear, causing the diff to lose locking effect. On modified cars subjected to high torque, the centre-section housing and side gears show wear at lower mileages. Symptoms are progressive understeer from a car that should be neutral-to-oversteer and rear tyres that wear unevenly.

Symptoms to notice

  • Progressive understeer that worsens under power
  • Inside rear tyre spinning freely while outside has traction
  • Uneven rear tyre wear
  • Clunking or binding when cornering tight at low speed

What to check

  1. With car on a flat surface, apply moderate throttle from a stop in a tight circle — both rear tyres should show resistance.
  2. Check rear differential fluid condition and colour (burnt/dark = degraded).
  3. Ask for any record of diff fluid changes or rebuild.

Where to look: Rear differential housing (aluminium case between rear axle shafts)

Parts involved: Clutch.

Ask the seller

  • “Has the rear differential fluid ever been changed?”
  • “Has the LSD been serviced or rebuilt?”
  • “Has the car been driven on a track or used for drag launches?”

08B58 electric water pump and plastic coolant pipe failure

Check coolant level and for leaks around the pump and plastic pipes/thermostat housing, and scan for cooling-system codes.petrol2019–2024Cooling
OccasionalCooling $700–$2,500 to fix

Can't confirm for this car

The A90's BMW B58 3.0 can fail its electric water pump and the plastic coolant transition pipes/thermostat housing can crack, causing overheating and coolant loss. A known BMW-sourced weakness that also afflicts the Supra.

Symptoms to notice

  • Overheating or temperature warning
  • Coolant loss and low-level warning
  • Coolant smell or visible leak
  • Limp mode from cooling fault

What to check

Check coolant level and for leaks around the pump and plastic pipes/thermostat housing, and scan for cooling-system codes.

Where to look: Electric water pump and plastic coolant pipes on the B58 engine

Parts involved: Water pump.

Ask the seller

  • “Has the water pump ever been replaced?”
  • “Any coolant loss or overheating?”
  • “Are the coolant pipes original?”

09B58 HPFP Cam Follower Wear Causing P0087 Low Fuel Pressure

petrol2019 onwardEngine
OccasionalEngine $600–$2,200 to fix

Can't confirm for this car

The B58 3.0-litre engine uses a direct-injection high-pressure fuel pump (HPFP) driven by a dedicated lobe on the intake camshaft via a hardened steel cam follower (bucket tappet). The cam follower is a known wear item on the B58 and its predecessors (N54, N55) — the follower body and contact face wear due to inadequate lubrication at the cam lobe interface, accelerated by infrequent oil changes or use of incorrect viscosity engine oil. As the follower face wears hollow, the HPFP piston travel is reduced, fuel rail pressure drops below the required threshold, and the DME logs fault code P0087 (fuel rail pressure too low). Symptoms include rough cold starts, hesitation under hard acceleration, and in advanced cases misfires and limp mode. Cam follower inspection is a relatively straightforward procedure requiring removal of the HPFP, but replacement is time-sensitive — continued operation with a worn follower can damage the camshaft lobe itself, escalating repair cost significantly. Regular oil changes with the correct BMW LL-04 or Toyota-specified 0W-30 fully synthetic oil are the primary preventive measure.

Symptoms to notice

  • Fault code P0087 fuel rail pressure too low
  • Rough or extended cold start cranking
  • Hesitation or stumble under hard acceleration above 4000 rpm
  • Misfires under high load with associated misfire fault codes
  • Engine entering limp mode under sustained full-throttle demand

What to check

Ask when the last oil change was performed and what oil specification was used — extended oil change intervals and incorrect viscosity oils accelerate cam follower wear. Inspect the camshaft lobe for scoring if follower wear is confirmed. If a workshop inspection is possible: Connect an OBD-II scanner and check for stored or pending P0087 fuel pressure codes and any associated misfire codes. A competent technician can remove the HPFP and physically inspect the cam follower face for wear depression using a digital calliper; Toyota/BMW specify a minimum follower height.

Where to look: Intake camshaft, high-pressure fuel pump cam follower at rear of B58 cylinder head under engine cover

Parts involved: High-pressure fuel pump.

Ask the seller

  • “Are there any stored fault codes, particularly P0087 fuel pressure codes?”
  • “Has the high-pressure fuel pump or cam follower been inspected or replaced?”
  • “What oil specification is being used and how often has it been changed?”
  • “Has the car ever experienced rough starts, hesitation, or gone into limp mode?”

10Sequential turbo VCV flap actuator and wastegate solenoid failure

With engine warm, watch boost gauge on a hard pull through 4500–6000 rpm — should climb progressively.petrol1993–2002EngineRead the full fault: symptoms, where to look, what to ask the seller

11B58 Coolant Expansion Tank Cracking and Coolant Loss

Check the coolant level in the tank cold and compare to the service manual minimum mark.petrol2019–2024Cooling
OccasionalCooling $350–$1,200 to fix

Can't confirm for this car

The plastic coolant expansion/overflow tank on the B58B30O1 engine is known to crack at the tank seam, at the coolant level sensor port, or at the upper hose connection. The failure is caused by thermal cycling stress on an injection-moulded polypropylene tank that sits close to engine heat. Coolant loss can be gradual (weeping crack) or sudden (split seam), and if undetected leads to overheating. The fault is documented across multiple B58-powered vehicles sharing the same tank design and has been reported on Supra-specific forums.

Symptoms to notice

  • Coolant warning light or low coolant level alert with no visible external puddle under the car
  • Sweet smell of coolant from the engine bay after driving, particularly after a warm shutdown
  • Dried white or orange mineral deposits visible on the outside of the expansion tank
  • Engine temperature rising above normal operating range during spirited driving
  • Coolant found on top of the engine bay splash shield directly below the tank

What to check

  1. Check the coolant level in the tank cold and compare to the service manual minimum mark.
  2. Inspect the underside of the tank and the area around the firewall below it for dried coolant streaks.
  3. If a workshop inspection is possible: Pressure-test the cooling system (15 psi for two minutes) and watch for pressure drop.
  4. Remove the engine cover and inspect the coolant expansion tank closely — look for white mineral staining or dried coolant residue around the tank body, seams, sensor bung, and hose connections.

Where to look: Engine bay, passenger side (right-hand drive: left side), mounted on the inner wing near the firewall

Parts involved: Coolant expansion tank.

Ask the seller

  • “Has the coolant expansion tank ever been inspected for cracks or replaced, and at what mileage?”
  • “Has the car ever shown an overheating warning or required a coolant top-up between services?”

12Intercooler Charge Pipe Failure Under Boost

petrol2019–2024EngineRead the full fault: symptoms, where to look, what to ask the seller

13Fuel rail heat soak and vapour lock on hot restart

After a hard drive, shut engine off for 20 minutes then attempt restart — note crank duration.petrol1993–2002Engine
OccasionalEngine $200–$800 to fix

Can't confirm for this car

The twin-turbo 2JZ-GTE positions the fuel rail over a very hot intake manifold and close to the sequential turbo assembly. On a warm engine after a brief soak (10–30 min shut-down), fuel in the rail can flash to vapour, causing hard hot-start, stumbling, or a no-start condition that clears once the car cranks long enough to re-prime. Rubber fuel lines adjacent to the manifold also harden and crack with age, accelerating vapour lock and creating minor fuel weeps.

Symptoms to notice

  • Hard or extended crank on hot restart after 15–30 minutes soak
  • Rough idle for 30–60 seconds after hot start then clears
  • Faint fuel smell in engine bay after heat soak
  • No-start condition that resolves with repeated cranking

What to check

  1. After a hard drive, shut engine off for 20 minutes then attempt restart — note crank duration.
  2. Inspect all rubber fuel lines along the manifold for hardening, surface cracks, or weeping.
  3. Check fuel rail insulation wrap (if fitted) and condition of OEM heat shield.

Where to look: Fuel rail running along top of intake manifold, rubber hard-to-rail transition hoses at each end of the rail

Parts involved: Fuel rail.

Ask the seller

  • “Does it start easily when the engine is already hot?”
  • “Have the fuel lines been replaced or heat-shielded?”
  • “Any history of fuel smell from the engine bay?”

14Crankcase Ventilation Oil Separator Fouling and Oil in Intake

Inspect the interior of the intake pipe between the turbo outlet and the throttle body — a healthy engine will have minimal oil film.petrol2019–2024Engine
OccasionalEngine $400–$1,800 to fix

Can't confirm for this car

The B58's positive crankcase ventilation (PCV) system routes blow-by gases — which carry oil mist — back into the intake tract. The oil separator mounted in the valve cover is designed to remove oil droplets from the blow-by before it re-enters the intake. On higher-mileage or hard-driven examples, the oil separator baffles clog with sludge or the one-way valve fails, allowing oil mist to pass through unchecked into the intake manifold and intercooler piping. This accelerates intake valve carbon buildup (see related fault) and can foul the throttle body and mass air flow sensor.

Symptoms to notice

  • Oily film or pooled oil visible inside the intake pipe or intercooler pipe when inspected
  • Oily residue around the throttle body bore, causing sticking or erratic idle
  • Blue-grey smoke on startup or light-load deceleration indicating oil entering the combustion chamber via the intake
  • Rough idle or hesitation that improves after cleaning the throttle body but returns quickly
  • Excessive oil consumption beyond expected limits with no external leak source identified

What to check

  1. Inspect the interior of the intake pipe between the turbo outlet and the throttle body — a healthy engine will have minimal oil film; heavy oiling indicates separator failure.
  2. Inspect the PCV hose connections for oil weeping or residue at the fittings.
  3. Check the valve cover oil separator bung for cracks or loose fitment.
  4. Remove the oil filler cap with the engine idling and hold a clean rag over the opening — slight positive pressure is normal, but a strong blowback indicates excessive blow-by or a blocked PCV.

Where to look: Integrated into the B58 valve cover on top of the engine; PCV hoses connect to the intake manifold and the pre-throttle intake tract

Parts involved: PCV / oil separator.

Ask the seller

  • “Has there been any oil consumption between services, or has the oil level needed topping up outside of scheduled intervals?”
  • “Has the intake piping or throttle body ever been inspected or cleaned for oil fouling?”

15Direct Injection Intake Valve Carbon Buildup

Look for thick black or grey carbon deposits on the valve stems and the back of the valve heads.petrol2019–2024Engine
Very commonEngine $600–$1,500 to fix

Can't confirm for this car

Because the B58 and B46 engines use gasoline direct injection (GDI), fuel is never sprayed directly over the intake valves to wash them clean. Over time, oil vapour from the crankcase ventilation system deposits carbon on the intake valve stems and backsides. Sufficient buildup reduces airflow into the cylinders, causing rough idle, misfires, and a progressive loss of power and throttle response. Cleaning requires walnut media blasting of the intake ports with the intake manifold removed — a labour-intensive procedure.

Symptoms to notice

  • Rough cold-start idle that smooths out after the engine warms, becoming worse again as mileage increases
  • Occasional misfire codes (P030X) under light throttle or on cold start
  • Gradual reduction in throttle response and peak power that is difficult to attribute to any single failure
  • Increased fuel consumption without a clear cause
  • Slight hesitation or stumble at low RPM during tip-in throttle inputs

What to check

Look for thick black or grey carbon deposits on the valve stems and the back of the valve heads. On cars above 60,000 km without a documented walnut blast service, assume significant buildup is present. Symptoms will be more pronounced on cold start. If a workshop inspection is possible: Use a borescope inserted through the intake port (spark plug hole or intake manifold port with the manifold removed) to photograph the intake valve faces.

Where to look: Intake valves inside the cylinder head, accessible via the intake ports after removing the intake manifold

Parts involved: PCV / oil separator, Intake manifold.

Ask the seller

  • “Has an intake valve walnut blast cleaning ever been performed, and if so at what mileage?”
  • “Is there a history of rough cold-start idle or misfire codes that has been investigated?”

16Vacuum and boost line rot causing boost faults

Inspect the vacuum/boost hose maze for cracked perished rubber, do a boost-leak check, and confirm the sequential turbo transition is smooth.petrol2000–2002Engine
CommonEngine $150–$1,200 to fix

Can't confirm for this car

The A80's complex maze of small rubber vacuum and boost hoses perishes with age, causing boost leaks, erratic sequential turbo transition, poor idle and CELs. Cracked lines are a very common cause of running problems on unrestored cars.

Symptoms to notice

  • Rough or hunting idle
  • Erratic boost or boost cut
  • Hissing under the intake
  • Poor throttle response

What to check

Inspect the vacuum/boost hose maze for cracked perished rubber, do a boost-leak check, and confirm the sequential turbo transition is smooth.

Where to look: Vacuum and boost hoses across the engine bay

Parts involved: Turbocharger.

Ask the seller

  • “Have the vacuum lines been replaced?”
  • “Does boost come on smoothly through the transition?”
  • “Any idle or boost issues?”

17B48 2.0 GDI intake-valve carbon buildup

Scan for misfire codes, ask about any prior intake cleaning, and consider a borescope of intake valves on higher-km cars.petrol2019–2024Engine
CommonEngine $400–$1,200 to fix

Can't confirm for this car

The four-cylinder B48-powered Supra uses direct injection which lets carbon build on the intake valves over time, causing rough idle, misfires and lost power. Walnut-blasting is the periodic remedy on these BMW-derived engines.

Symptoms to notice

  • Rough or lumpy idle
  • Misfire codes
  • Gradual power loss
  • Hesitation on light throttle

What to check

Scan for misfire codes, ask about any prior intake cleaning, and consider a borescope of intake valves on higher-km cars.

Where to look: Intake valves on the B48 cylinder head

Ask the seller

  • “Have the intake valves ever been walnut-blasted?”
  • “Any misfires or rough idle?”
  • “What is the current mileage?”
Body, brakes, suspension & interior1

01Front lower ball joint wear — heavy nose loading

Visually inspect the ball joint boot for cracking or grease loss.petrol1993–2002SuspensionRead the full fault: symptoms, where to look, what to ask the seller
Fluid leaks5

012JZ-GTE turbo oil feed line deterioration leading to turbo failure

Examine both turbo oil feed and return lines for cracking, hardening or weeping.petrol1993–2002Fluid Leaks
CommonFluid Leaks $900–$3,500 to fix

Can't confirm for this car

On twin-turbo A80 Supras the factory rubber oil feed lines to the sequential turbo system harden and crack with age, starving the turbos of oil. Once oil supply is lost the turbo bearings fail rapidly. NZ Supra owners routinely replace these with braided stainless lines as preventive maintenance; unaddressed failures result in full turbo replacement. High-mileage imports from Japan are particularly susceptible due to age alone.

Symptoms to notice

  • Blue-white smoke from exhaust under boost
  • Whining or grinding from turbo under acceleration
  • Oil consumption increase with no visible external leak
  • Turbo response lag or complete boost loss
  • Oil pooling underneath rear of engine bay

What to check

  1. Examine both turbo oil feed and return lines for cracking, hardening or weeping.
  2. Look for oil residue around turbo compressor housings.
  3. Check oil level and note any burning smell from the engine bay.

Where to look: Turbo oil feed lines run from the cylinder head to both turbochargers on the left (driver) side of the 2JZ engine bay

Parts involved: Turbocharger.

Ask the seller

  • “Have the turbo oil feed and return lines been replaced with braided lines?”
  • “When were the turbos last inspected or rebuilt?”
  • “Is there any smoke on hard acceleration or during boost?”

02Turbo oil drain restriction causing bearing wear and decel smoke

Remove compressor inlet hose and inspect inside of compressor housing for oil film.petrol1993–2002Fluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

03ZF 8HP Rear Differential Output Shaft Seal Failure

Inspect both rear axle stub shaft seals by looking inboard of each rear wheel with a torch.petrol2019 onwardFluid Leaks
OccasionalFluid Leaks $700–$2,200 to fix

Can't confirm for this car

The A90 GR Supra uses a ZF 8HP automatic transaxle paired with an electronically-controlled active rear differential. The rear differential output shaft seals — which retain differential fluid at each axle stub shaft — are subject to hardening and lip seal deterioration, particularly on early production 2019 and 2020 cars. Seal failure allows differential fluid to weep externally down the axle shaft and onto the inner CV joint and underbody, eventually leading to low differential fluid level and increased wear on the limited-slip differential internals. In more advanced cases, total seal failure causes significant fluid loss and differential overheating under track or spirited driving conditions. The fault is compounded by the fact that the active differential fluid is a specialised ZF specification fluid and the reservoir capacity is small, meaning even modest leakage accelerates wear disproportionately. Repair requires axle removal and seal replacement; on pre-facelift cars the seal design was updated by Toyota under a service campaign in some markets.

Symptoms to notice

  • Differential fluid weeping or dripping at rear axle stub shaft
  • Differential fluid smell or smoke from rear axle area when hot
  • Notchy or chattering rear differential behaviour under low-speed turning
  • Low active differential fluid warning (where equipped with sensor)
  • Oily residue on inner surface of rear wheels or inner CV boots

What to check

  1. Inspect both rear axle stub shaft seals by looking inboard of each rear wheel with a torch.
  2. Look for wet differential fluid tracking down the stub shaft toward the inner CV joint.
  3. Check the differential housing underside for seepage or dried fluid residue.
  4. If possible, check differential fluid level via the fill plug to confirm fluid is at the correct level.
  5. Inspect inner CV boots for oil contamination which indicates active seal weeping.

Where to look: Rear differential housing output shaft seals, left and right axle stub shaft exits on active rear differential unit

Parts involved: Differential.

Ask the seller

  • “Has the rear differential output shaft seal been replaced or inspected?”
  • “Has the active differential fluid been changed and when?”
  • “Has the car been used on track days where the rear differential would run hot?”
  • “Are there any current or historical drivetrain warning lights or differential alerts?”

04B58 Oil Cooler Pipe O-Ring Failure Causing External Oil Leak

With the engine warm, open the bonnet and look for oil seepage or residue around the oil cooler assembly on the lower driver-side of the block.petrol2019 onwardFluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

05Power steering high-pressure hose heat deterioration and weeping

With engine running, have a helper turn steering lock to lock while you inspect the high-pressure hose for weeping, swelling, or cracking.petrol1993–2002Fluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

Toyota Supra faults in detail

Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

B58 Oil Cooler Pipe O-Ring Failure Causing External Oil LeakMajor · Fluid LeaksFront lower ball joint wear — heavy nose loadingMajor · SuspensionIntercooler Charge Pipe Failure Under BoostMajor · EnginePower steering high-pressure hose heat deterioration and weepingMajor · Fluid LeaksRear Differential Fluid Breakdown Causing Whine and LSD ChatterMajor · TransmissionSequential turbo VCV flap actuator and wastegate solenoid failureMajor · EngineTurbo oil drain restriction causing bearing wear and decel smokeMajor · Fluid Leaks

What these repairs cost on other cars

Some of the Toyota Supra’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Toyota models

Toyota Prado64 documented faultsToyota RAV463 documented faultsToyota Hilux59 documented faultsToyota GR8622 documented faultsToyota Mark II22 documented faultsToyota Fortuner21 documented faults

Toyota Supra buyer questions

Is the Toyota Supra reliable?

Like any used car, it depends on the specific example and its service history. Across the 23 documented faults for the Toyota Supra, the recurring problem areas are cooling, fluid leaks, and engine. A Toyota Supra with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Toyota Supra?

We've catalogued 23 known faults for the Toyota Supra, covering cooling, fluid leaks, and engine. All 23 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Toyota Supra?

Most single repairs on the Toyota Supra fall between $500–$2,200 at NZ independent-workshop rates. Some of the 23 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Toyota Supra?

Yes. A Toyota Supra inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.