Toyota1993–2024 Critical issues documented

Toyota Supra A80: common faults & what to check

The A80 is the Toyota Supra built 2000–2002. It was sold here with the 3.0 twin-turbo petrol. Of the 23 faults documented for the Supra, 11 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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Documented faults

Critical

Most serious

$500–$2,200

Typical repair

Service milestones

You're looking at the A80 · 3.0 twin-turbo petrol

Everything below is narrowed to this variant. Pick a different one to change it.

2000–2002A80 Selected2000–2002A803.0 twin-turbo petrolPetrolDocumented issues10 knownSee faults & what to checkPhoto: Mr.choppers via Wikimedia Commons, CC BY-SA 3.0.

Choose a different generation

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.

Which engine is in it?

3.0 twin-turbo petrol· 3.0 litre petrol, turbocharged

A 2000 Toyota Supra is the A80 generation (2000 to 2002).

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Toyota Supra A80

Can't confirm for this car

Toyota Supra · 2000

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

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

No engine is recorded for this vehicle.

matched on year only

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.

Costly issue
Visually inspect the ball joint boot for cracking or grease loss.
See why
Front lower ball joint wear — heavy nose loading
The A80 Supra carries significant front-end weight from the heavy inline-six engine, which accelerates wear on the front lower control arm ball joints. Worn ball joints create a handling shimmy and can ultimately result in loss of steering control if ignored. This is a common finding on WOF inspections of higher-mileage A80s in NZ. Many imported examples have worn or previously bodged ball joints.
What you would notice
- Clunking from front suspension over bumps or during steering input
- Vague or wandering steering feel
- Uneven tyre wear on front axle
- WOF failure for excessive ball joint play
Typically $450–$1,100 to put right.
Costly issue
With engine running, have a helper turn steering lock to lock while you inspect the high-pressure hose for weeping, swelling, or cracking.
See why
Power steering high-pressure hose heat deterioration and weeping
The OEM power steering high-pressure hose on the JZA80 routes in close proximity to the exhaust manifold and turbo assembly. The rubber-lined hose degrades from sustained heat exposure over time, causing the inner lining to break down, weep fluid, or swell. A failed hose produces a slow PS fluid leak, reduced steering assist, and in severe cases a sudden loss of fluid causing heavy steering. At 25–30 years old, essentially all unmodified examples will have hoses past their service life.
What you would notice
- Power steering fluid puddle under front-left of engine bay
- Whining power steering pump especially when cold
- Stiff or inconsistent steering assist
- Visible oily residue or staining along hose routing
Typically $350–$900 to put right.
Common issue
Inspect the vacuum/boost hose maze for cracked perished rubber, do a boost-leak check, and confirm the sequential turbo transition is smooth.
See why
Vacuum and boost line rot causing boost faults
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.
What you would notice
- Rough or hunting idle
- Erratic boost or boost cut
- Hissing under the intake
- Poor throttle response
Typically $150–$1,200 to put right.

Toyota Supra service schedule

The 2 engines a 2000 Toyota Supra was sold with, each with its own intervals. Pick your engine above to narrow this to one. 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.

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

Petrol

Due by distance

100,000 km
The original timing belt and water pump assembly should be renewed here, whatever the service stickers say.
150,000 km
The original radiator's plastic end tanks can go brittle around now, which can let coolant weep.
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

100,000 km
The first real cooling system refresh, taking in the radiator and heater hoses.
150,000 km
Shock absorbers and bushings are usually ready for renewal here, which brings the old handling back.
200,000 km
Make sure all the accessory belts, pulleys and engine sensors have been checked or replaced for trouble-free touring.

See all 11 issues for this oneDocumented for the exact year and engine you picked, including 2 rated critical.

Engine, transmission & cooling1

01Vacuum 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$150–$1,200

CommonEngine $150–$1,200 to fix

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?”

Body, brakes, suspension & interior1

02Front lower ball joint wear — heavy nose loading

Visually inspect the ball joint boot for cracking or grease loss.petrol1993–2002Suspension$450–$1,100Read the full fault: symptoms, where to look, what to ask the seller

Fluid leaks1

03Power 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 Leaks$350–$900Read the full fault: symptoms, where to look, what to ask the seller

Depends on the exact engine — 8 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling6

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.petrol1993–2002CoolingCan't confirm for this car$3,200–$7,500

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.

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

Remove oil filler cap and inspect underside for cream-coloured emulsified residue indicating coolant contamination.
Check coolant reservoir for oily film or brown discolouration.
Use a combustion leak tester (block tester) on the coolant reservoir — a colour change indicates combustion gases in the coolant.
Inspect the block-to-head rail externally for dried coolant deposits or staining.
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.petrol2000–2002EngineCan't confirm for this car$800–$6,000

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.petrol1993–2002EngineCan't confirm for this car$2,500–$5,500

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.

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

Perform a combustion leak test (CO sniffer or block tester) on the coolant reservoir.
Check oil filler cap for creamy residue.
Inspect for white deposits around any coolant hoses and the top of the radiator.
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?”

04Sequential 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.petrol1993–2002EngineCan't confirm for this car$300–$1,200Read the full fault: symptoms, where to look, what to ask the seller

05Fuel 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.petrol1993–2002EngineCan't confirm for this car$200–$800

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

After a hard drive, shut engine off for 20 minutes then attempt restart — note crank duration.
Inspect all rubber fuel lines along the manifold for hardening, surface cracks, or weeping.
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?”

06Viscous 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.petrol1993–2002TransmissionCan't confirm for this car$800–$3,000

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

With car on a flat surface, apply moderate throttle from a stop in a tight circle — both rear tyres should show resistance.
Check rear differential fluid condition and colour (burnt/dark = degraded).
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?”

Fluid leaks2

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 LeaksCan't confirm for this car$900–$3,500

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

Examine both turbo oil feed and return lines for cracking, hardening or weeping.
Look for oil residue around turbo compressor housings.
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 LeaksCan't confirm for this car$400–$2,500Read the full fault: symptoms, where to look, what to ask the seller

Other Toyota Supra engines and years12 documented issues that do not apply to the one you picked.

Engine, transmission & cooling10

01Rear Differential Fluid Breakdown Causing Whine and LSD Chatter

Drain and inspect the rear differential fluid — healthy fluid is clean amber.petrol2019–2024TransmissionDoes not apply$200–$4,500Read the full fault: symptoms, where to look, what to ask the seller

02B58 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 onwardEngineDoes not apply$1,800–$4,500

OccasionalEngine $1,800–$4,500 to fix

Does not apply

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.

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

Cold-start the engine after sitting overnight and listen carefully for chain rattle from the front of the engine.
Ask the seller to video a cold start if you cannot be present for one.
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?”

03ZF 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 onwardTransmissionDoes not apply$1,400–$4,000

OccasionalTransmission $1,400–$4,000 to fix

Does not apply

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

Drive the car in light-throttle city traffic and feel for shudder between 40–80 km/h.
Perform a firm stop-start and note if the gearbox engages smoothly.
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?”

04B58 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.petrol2019–2024CoolingDoes not apply$700–$2,500

OccasionalCooling $700–$2,500 to fix

Does not apply

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?”

05B58 HPFP Cam Follower Wear Causing P0087 Low Fuel Pressure

petrol2019 onwardEngineDoes not apply$600–$2,200

OccasionalEngine $600–$2,200 to fix

Does not apply

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?”

06B58 Coolant Expansion Tank Cracking and Coolant Loss

Check the coolant level in the tank cold and compare to the service manual minimum mark.petrol2019–2024CoolingDoes not apply$350–$1,200

OccasionalCooling $350–$1,200 to fix

Does not apply

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

Check the coolant level in the tank cold and compare to the service manual minimum mark.
Inspect the underside of the tank and the area around the firewall below it for dried coolant streaks.
If a workshop inspection is possible: Pressure-test the cooling system (15 psi for two minutes) and watch for pressure drop.
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?”

07Intercooler Charge Pipe Failure Under Boost

petrol2019–2024EngineDoes not apply$150–$900Read the full fault: symptoms, where to look, what to ask the seller

08Crankcase 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.petrol2019–2024EngineDoes not apply$400–$1,800

OccasionalEngine $400–$1,800 to fix

Does not apply

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

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.
Inspect the PCV hose connections for oil weeping or residue at the fittings.
Check the valve cover oil separator bung for cracks or loose fitment.
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?”

09Direct Injection Intake Valve Carbon Buildup

Look for thick black or grey carbon deposits on the valve stems and the back of the valve heads.petrol2019–2024EngineDoes not apply$600–$1,500

Very commonEngine $600–$1,500 to fix

Does not apply

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?”

10B48 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.petrol2019–2024EngineDoes not apply$400–$1,200

CommonEngine $400–$1,200 to fix

Does not apply

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?”

Fluid leaks2

01ZF 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 LeaksDoes not apply$700–$2,200

OccasionalFluid Leaks $700–$2,200 to fix

Does not apply

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

Inspect both rear axle stub shaft seals by looking inboard of each rear wheel with a torch.
Look for wet differential fluid tracking down the stub shaft toward the inner CV joint.
Check the differential housing underside for seepage or dried fluid residue.
If possible, check differential fluid level via the fill plug to confirm fluid is at the correct level.
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?”

02B58 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 LeaksDoes not apply$500–$1,400Read the full fault: symptoms, where to look, what to ask the seller

Toyota Supra faults in detail

Narrowed to the Toyota Supra · 2000. 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.

Front lower ball joint wear — heavy nose loadingMajor · Suspension Power steering high-pressure hose heat deterioration and weepingMajor · Fluid Leaks Sequential turbo VCV flap actuator and wastegate solenoid failureMajor · Engine Turbo 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 faults Toyota RAV463 documented faults Toyota Hilux59 documented faults Toyota GR8622 documented faults Toyota Mark II22 documented faults Toyota 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.