Lexus has attempted to take perhaps a leap of faith by steering away from its otherwise mainstream design language with the LC series. The new 2018 Lexus LC500 and the Lexus LC500h borrow a bit of styling from the 2012 LF-LC concept vehicle. A sharply angular design, hints at it being a serious performance vehicle and it does deliver. Heavily enhanced with high tension steel and carbon fiber, Lexus claims that the LC series has the highest level of torsional stiffness compared to their other models.
The LC stands for Luxury Coupe which is an indicator that the company wants to stick with what its good at, i.e., unmatched luxury in the $100K price range. Though they aim to take that luxury and compete with other high-end cars like the Mercedes-Bens S-Class coupe, the Porsche 911 and the flamboyant F-Type R by Jaguar. So, primarily Lexus has created what many would refer to as a sports luxury car but have they done a good enough job? That’s what we’ll explore in this review.
Trim levels and mentionable features
It’s necessary to clarify that the LC is a new category by Lexus and sits on the apex of the brand’s hierarchy of vehicles. It is for this reason that the company has made sure that regardless of what additional features buyers choose to add if looks could kill this would be it. It is an excellent example of the company’s current design direction which defined by this huge “spindle grille,†crossed by sharp, futuristic lines. Which has admittedly been used in previous Lexus models but it’s the first time these lines are worn to perfection.
The voluptuous use of broad aesthetic proportions is what gives the LC500 the ‘not boring, ’ but ‘interesting’ look! Trust us this is a look that most onlookers dug just as much we did. It is one of those standout designs perhaps that even sticks out when among Ferraris and Porsches.
Now great looks are all well and good, but does it deliver in the features and performance department? Fortunately, The Lexus LC 500 delivers on its promise of power under the hood by pairing their traditional 5.0-liter V8 with a 10-speed auto-transmission. The LC 500h (‘h’ stands for hybrid), uses a hybrid powertrain which is a combo of the 3.5-liter electrically assisted V6. It happens to be one of the most complex drivetrains today in a modern car (we’ll get into that later on).
The standard equipment on the LC500 and the LC500h include LED exterior headlights, 10-way leather, powered front seats, an infotainment system with a 10.3-inch central screen, and a navigation system. There is also a 12-speaker system and some variant of the electronic driver assistance program running.
A non-hybrid approach to a high-tech hybrid
Lexus seems to have taken a rather unconventional approach when it comes to engineering the LC hybrid. The company has focused on making it similar to a conventional car. Both the LCs have 20 inch forged aluminum wheels, paired with either Bridgestone Potenza S001 or Michelin Pilot Super Sport tires. An interesting choice considering both these tires don’t have the expected low rolling rubber you’d expect.
The hybrid variant maintains the same tachometer and the huge magnesium fashioned shift paddles. But the most prominent change and one that you’ll notice is that the hybrid powertrain has been altered to in some sense emulate the 10-speed automatic of the V8. The Atkinson-cycle 3.5-liter V6, is connected with your typical Lexus hybrid system, but assisted by two electric motors further empowered with the planetary gearset. The advantage of this is that it mimics a pseudo CVT of sorts. Now the reason as it turns out for choosing the V6 instead of the V8 was to offer better fuel economy.
The four-speed automatic transmission of the hybrid system resides in the rear. That allows the electric assist to kick in at even lower speeds and work when the engine is off or at speeds of around 87 mph. But wait we mentioned 10-speed, right? Well yes! The CVT part of the drive train jumps through the three ratios; these are combined with the three downstream gears from a conventional automatic to create the ratios one to nine. The 10th gear is the final ratio of the auto transmission, and that’s the only time the hybrid operates slightly like a CVT. This particular arrangement is termed the “Rube Goldbergian†set up by Lexus. Though the LC500h is by no means a slouch coming in strong at 354 horsepower, which is a 16hp increase when compared to the GS450h. But that boils down to the use of the revised V6 used in 2018.
Roar of the V8 versus the fuel economy of the V6
The Lexus LC500 is powered by the very same V8 that’s under the hood of the RC F and GS F, though the LC500 has received a slight HP upgrade to 471. Thanks to a tube that apparently runs from the manifold and firewall, in addition to flaps installed in the exhaust, the cabin vibrates with the V8’s growl. The intensity varies as you’d expect at different speeds but it isn’t overbearing.
Driving the LC500 is fun thanks to the Aisin 10-speed auto transmission. Though it may not be as quick when it comes to shifting as a regular dual clutch transmission. There were also a few low-speed shift bumps, though the gear shifts are swift as they can be for any automatic. The upshifts are affirmed with a slight pop, from the car’s exhaust. If you’d instead use the paddle to downshift, those are exceptionally fast too.
The LC500h is deprived of the satisfying V8 rumble. It does not have the same electronic enhancement as its V8 (non-hybrid) variant. Plus, its down by 117 horsepower since obviously the V6 does not pack as much of a wallop. Perhaps the question that Lexus should be asking if anyone spending nearly $100,000 on a fashion statement, really care about the 50% better fuel economy? Especially since it means sacrificing the sensation of that satisfying V8’s growl and performance.
According to Lexus, the hybrid is perhaps just a few tenths of a second behind the non-hybrid in 0-60 mph acceleration. Though at high speeds that difference is more pronounced. We also found that the pseudo 10-speed transmission of the hybrid tends to slur every shift, which is apparently not as satisfying. But the LC500h is for the more environmentally responsible millionaire perhaps since it has a clear advantage over most other sports cars in its category. 30 mpg EPA ratings are excellent for a 345hp vehicle.
Safety features
While both the LCs have been built with sporty driving in mind, they do include a number of driver assistance features. The features provide drivers with either a helping hand or work as a sort of backseat driver depending on how you want to think of it.
The Safety System+ comes standard with a pre-collision system, which automatically detects pedestrians and halts the car if required. Then there is an adaptive cruise control, lane departure warning, lane keep assist, steering assist, and automatic high beams. During our tests, we found that the lane keep assist was way too sensitive and would kick in each time our wheels even came close to the lane markings. The good news is that it can be turned off by hitting a button on the car’s steering wheel.
Since both the LCs are relatively new models, they haven’t yet been put through official crash testing. So, there is no rating yet by the National Highway Traffic Safety Administration or the Insurance Institute of Highway Safety.
Our Take on the LCs
The LC 500h and the LC 500 both have a similar street presence to sports cars like the Jaguar F-Type R and the 911 both of which offer a more engaging driving experience. Also, the latter two come with bragging rights. Though on the practical end of the spectrum the LCs are way more luxurious but perhaps not as much as the Mercedes-Benz S-Class Coupe. But the LCs are more enjoyable to drive compared to the S-Class Coupe.
Now if you factor in the powertrain, a potential LC500h buyer may be tempted to consider the BMW i8. The i8 is a much more efficient hybrid. It attracts more stares and happens to be more engaging on the road. Though the BMW is by no means as luxurious. The cargo space is limited and if you’re a big guy getting in and out can be challenging.
While other cars like to focus specifically on either luxury, performance or fuel efficiency the LC500 and 500h is focusing on all of the above. Coming in at $92,000 for the LC 500 and $96,510, for the hybrid variant, it’s certainly worth the consideration of any sports car buyer in the market. Plus, if you have the budget we’ll highly recommend sending the extra $2,790 on the Touring and Convenience Package. The package includes a glass roof, park assist, blind spot monitor and a Mark Levinson 13-speaker audio system.
Photo Gallery:
Carsfera takes Maserati’s performance-focused GranTurismo through Miami and Wynwood to discover what happens when 542 horsepower, Italian craftsmanship and one of America’s most expressive cities meet.
There are certain cars that make more sense once you spend several days with them. The specifications may tell you how much power they produce, how quickly they accelerate and how much they cost, but they don’t necessarily explain what it feels like to have one sitting outside your hotel in the morning, drive it through traffic in the afternoon and then take the longer route home simply because you’re enjoying the car.
The 2026 Maserati GranTurismo Trofeo became that kind of car for me in Miami.
I had already spent time with the GranTurismo in Virginia, where the highways and secondary roads gave me an opportunity to appreciate what Maserati has done with this generation. What stood out wasn’t one dramatic performance number. It was how naturally the car combined speed, comfort and sophistication. It felt like a proper grand tourer, something you could genuinely imagine driving for hours rather than something designed around a ten-minute burst of excitement.
Miami introduced me to the other side of that personality.
Our Trofeo arrived finished in Bianco Astro, with a red full-grain perforated leather interior, carbon-fiber details, Carbon Macrotwill trim, staggered 20- and 21-inch Pegaso-design wheels and an upgraded Sonus Faber audio system.
Its base price was $166,000. With options, the car sitting in front of me carried an MSRP of $185,830.
At that price, it needed to feel special.
After several days driving it around South Florida, I began to understand where that feeling comes from.
Seeing the GranTurismo Trofeo in Miami
Miami is an interesting place to experience an automobile like this because the city has its own visual personality. There is color everywhere, especially when you move through Wynwood. Buildings become canvases, traffic is unpredictable, people are constantly moving, and exotic and luxury cars aren’t particularly unusual.
Yet the Maserati still attracted attention.
The Bianco Astro paint initially seemed like a relatively conservative specification for a car with this much personality, but seeing it under the Florida sun changed my opinion. The white finish allowed the GranTurismo’s proportions to become the focus.
The hood stretches far ahead of the cabin. The roofline falls gently toward the rear. The body has enough muscle around the wheels to communicate performance without relying on oversized wings or excessive aerodynamic decoration.
Against the murals of Wynwood, the simplicity of the white exterior worked particularly well. Later, driving toward Miami Beach, the same car took on a completely different character. Palm trees, modern architecture, hotels, bright sunlight and the blue Florida sky somehow made the GranTurismo look exactly where it belonged.
That is something Maserati has historically understood very well.
A Maserati doesn’t necessarily need to be the loudest car parked outside a restaurant to make you notice it.
The GranTurismo Trofeo has presence without trying too hard to manufacture it.
Our car’s $2,880 carbon-fiber rear spoiler added a little more aggression, while the Trofeo’s unique fascias, carbon-fiber exterior elements, gloss-black details, black-chrome badging and quad exhaust outlets subtly separated it from the regular GranTurismo.
I appreciated that restraint.
It would have been easy for Maserati to cover the Trofeo with aerodynamic pieces and turn it into something that looked more like a track-focused special edition. Instead, you still immediately recognize the elegance of the GranTurismo underneath.
The Trofeo simply looks as though it has been spending more time at the gym.
The Red Interior Changes the Experience
Opening the driver’s door was probably my favorite visual moment with this particular specification.
The exterior is almost understated in white. Then you open the door and discover an interior covered in red full-grain perforated leather and carbon fiber.
Suddenly, the personality of the car makes sense.
The GranTurismo I drove in Virginia had a much more traditional luxury atmosphere, with warmer colors and open-pore wood. It felt elegant and sophisticated, exactly as you would expect from an Italian grand tourer.
The Trofeo felt younger. More energetic.
Not necessarily less luxurious, just more focused on the person sitting behind the steering wheel.
The Carbon Macrotwill trim, a $2,650 option on our test car, fits that personality beautifully. The aluminum column-mounted paddle shifters are another detail I enjoyed because they feel substantial in your hands. They’re not decorative pieces attached to the steering wheel. They look and feel like something you’re actually going to want to use.
And you will.
The seats deserve attention as well. A grand tourer can’t simply look beautiful; it has to remain comfortable after the novelty of the first hour disappears. The Trofeo provides 18-way power-adjustable front seats with driver memory, heating and enough adjustment to find a genuinely comfortable driving position.
Technology is integrated throughout the cabin without completely taking over the experience. There’s a 12.3-inch digital instrument cluster, accompanied by Maserati’s 12-inch and 8.8-inch central displays. Navigation, Apple CarPlay, Android Auto, wireless charging and connected features are all present.
Our car also had the high-premium Sonus Faber audio system, a $4,890 option.
It’s an impressive system.
But there were plenty of moments when I preferred listening to something else.
The car itself.
The Nettuno Is What Makes the Trofeo Special
This is where my opinion of the Trofeo really began to form.
Under the hood is Maserati’s 3.0-liter twin-turbocharged Nettuno V6, paired with an eight-speed ZF automatic transmission and Maserati’s Q4 all-wheel-drive system.
The chassis includes adaptive air suspension, Skyhook electronic active damping and an electronic limited-slip differential. There is launch control and four selectable driving modes: Comfort, GT, Sport and Corsa.
You can read all of that on a specification sheet. What the specification sheet can’t adequately explain is how broad the personality of this powertrain feels from the driver’s seat.
The Nettuno is the finest Maserati engine I have personally experienced. And I don’t say that simply because the Trofeo is fast. Of course it’s fast.
What impressed me more was how easily the engine changes character depending on what you’re asking from the car.
Miami traffic isn’t particularly interested in how much performance your Maserati has. There were plenty of moments when I was simply moving from one traffic light to another, surrounded by SUVs, delivery vehicles and people trying to change lanes at the last possible second.
In those situations, the Trofeo behaves remarkably normally.
The transmission isn’t constantly trying to prove something. The suspension doesn’t punish you over imperfect pavement, and the engine can remain relatively relaxed. You can drive the car through Miami Beach at an ordinary pace and enjoy the steering, seating position, interior and atmosphere without feeling as though the car is begging you to drive twice the speed limit.
That’s important.
Because eventually the traffic opens. And that’s when you reach for Sport.
The change isn’t theatrical for the sake of being theatrical. The throttle simply becomes more responsive, the transmission starts holding gears with greater purpose and the exhaust becomes more present behind you.
Push further into Corsa, and you discover the side of the Trofeo that was hiding while you were sitting in traffic ten minutes earlier.
The car tightens around you. Now the aluminum paddles that looked so beautiful when you opened the door become part of the experience. The engine feels more urgent. The transmission becomes more aggressive. You begin looking farther down the road and paying more attention to what your right foot is doing.
This is why I enjoyed the Nettuno so much. It’s not an engine that gives you one experience all the time. It lets the GranTurismo be a GranTurismo first. Then, when you ask for more, it gives you considerably more.
Miami Is Actually a Good Place to Understand This Car
Nobody thinks of Miami as the place to test the ultimate limits of a performance car.
There are no mountain passes waiting outside South Beach, and you’re probably going to spend considerably more time on I-95 than attacking a series of perfect corners.
But that’s precisely why driving the Trofeo here was useful. This is how many owners are actually going to use the car.
You’re going to drive to dinner. You’re going to sit in traffic. You’re going to take it to a hotel. You’re going to cover long stretches of highway. You’re going to deal with heat, rough pavement and those Florida rainstorms that seem capable of appearing five minutes after you were looking at a perfectly blue sky.
The Trofeo has to work in all of those situations before its performance becomes relevant.
And it does.
What Does $185,830 Actually Buy?
Our GranTurismo Trofeo started at $166,000, but several significant options pushed the final price considerably higher.
The carbon-fiber rear spoiler added $2,880. Carbon Macrotwill trim cost another $2,650. The high-premium Sonus Faber system added $4,890, red brake calipers were $1,320, the ADAS Base Package added $5,180, the Comfort Package another $1,240, and the Sport Design Package contributed $1,670.
Final MSRP:
$185,830.
That’s real money, even in this segment.
And I think anyone considering this car should look beyond the question of whether $185,830 buys enough performance. It does.
But so do plenty of other cars. At this level, horsepower alone isn’t particularly difficult to find. Neither is acceleration. What becomes harder to find is personality.
And perhaps most importantly, it gives you something you can’t really measure:
A reason to want to drive it.
GranTurismo or GranTurismo Trofeo?
Driving these two cars in two different parts of the country made the answer much clearer to me.
The GranTurismo I drove in Virginia is probably the easier car to understand.
It’s elegant, fast, comfortable and beautifully suited to covering distance. It reminded me what a proper GT should be. You don’t finish a long drive feeling as though the car has been fighting you for the last three hours.
The Trofeo takes that same philosophy and adds another layer.
It’s still comfortable. It’s still elegant. It still feels like a Maserati GranTurismo.
But there’s more anticipation every time you get behind the wheel because you know another version of the car is sitting there waiting for you.
The standard GranTurismo makes the journey enjoyable.
The Trofeo makes you wonder whether there’s a more interesting road to get there.
That, more than anything else, describes the difference I felt between them.
Who Is This Car Really For?
I don’t think the GranTurismo Trofeo is simply for someone who wants the most expensive or most powerful version of the GranTurismo.
The buyer who will appreciate this car most is probably someone who could own a dedicated sports car but doesn’t necessarily want to live with one every day.
Maybe you want to leave Washington or Miami in the morning and drive several hundred miles without arriving exhausted.
Maybe you want to take someone to dinner without making them climb into a car that feels designed primarily for a racetrack.
Maybe you care about Italian design and the small details that make an automobile feel different every time you approach it.
But when the road opens, you still want something serious underneath your right foot.
That’s the person I think Maserati built the Trofeo for.
It doesn’t force you to decide whether you want the elegant car or the exciting one before leaving the house.
You get both.
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With timeless Italian proportions, a twin-turbo V6 and a beautifully appointed cabin, the 2026 Maserati GranTurismo reminds us that a memorable automobile is not defined by performance figures alone, it is defined by how it makes us feel.
Some automobiles are created to satisfy a practical need. Others exist to awaken something inside the person holding the steering wheel. The 2026 Maserati GranTurismo Coupe belongs firmly in the second category.
Carsfera experienced this particular GranTurismo on the highways and secondary roads of Virginia, where its character could be understood beyond a specification sheet. It demonstrated that a modern grand tourer does not have to choose between performance, comfort and emotional connection. It can bring all three together in one beautifully sculpted machine.
That balance is the essence of the GranTurismo. It is not trying to be the loudest or most aggressive car in every situation. Instead, it turns an ordinary journey into an occasion.
Italian design with a human purpose
The GranTurismo carries the proportions of an Italian grand tourer: a long hood, a low roofline and a muscular stance that communicates performance without sacrificing elegance.
Our test vehicle was finished in Blu Modena, a $4,200 exterior color that transformed continually as the surrounding light changed. Under direct sunlight, the blue appeared energetic and expressive. In softer conditions, it became deeper and more sophisticated.
It attracted attention, but not through unnecessary extravagance. People noticed it because its shape felt special.
The staggered 20- and 21-inch Crio-design wheels, black anodized brake calipers, gloss-black accents and quad chrome exhaust outlets provided a purposeful edge. Yet the overall presentation remained refined enough for a business meeting, an evening in the city or an extended weekend away.
That versatility matters because the GranTurismo is not intended to be admired only while parked. It was designed to become part of its owner’s life.
A cabin created for connection
Opening the door reveals an interior that feels warm, personal and distinctly Italian.
The tan leather upholstery, a $1,980 option, created an inviting contrast with the Blu Modena exterior. Campidoglio-design stitching and open-pore Radica wood trim gave the cabin a handcrafted atmosphere without making it feel trapped in the past.
There is technology throughout the interior, but it generally supports the experience instead of dominating it. A 12.3-inch digital instrument display is accompanied by the Maserati Intelligent Assistant interface, divided between 12-inch and 8.8-inch screens. Apple CarPlay, Android Auto, navigation, wireless charging, Alexa integration and connected services are also included.
The 12-speaker Sonus Faber audio system deserves particular recognition. Its clarity complements the GranTurismo’s mission: this is a car in which music, conversation and the sound of the engine all become part of the journey.
The 18-way power front seats, driver memory, heating, dual-zone climate control and power-adjustable steering column help drivers create a comfortable and personal environment. The tested vehicle’s $1,690 Comfort Package reinforced that sense of everyday usability.
Performance that adapts to the person driving
Beneath the hood is Maserati’s 3.0-liter twin-turbocharged V6, paired with an eight-speed ZF automatic transmission and Q4 all-wheel drive.
The powertrain is responsive and full of character, but what makes it memorable is its flexibility. The GranTurismo does not demand that its driver remain in attack mode. It can settle into a relaxed rhythm on the highway and become noticeably more alert when the, road.or the driver’s mood, changes.
Comfort, GT and Sport modes allow the car’s personality to evolve. Adaptive air suspension and Maserati’s Skyhook electronic damping system help maintain composure without removing the connection between the driver and the road.
Column-mounted aluminum paddle shifters provide immediate control, while launch control and the sport exhaust offer access to the car’s more theatrical side. The exhaust does not simply generate sound; it creates anticipation. Pressing the accelerator becomes an emotional event.
In Virginia, the Q4 all-wheel-drive system also provided a reassuring sense of stability. This is meaningful for buyers who want an exotic-looking Italian coupe that can be enjoyed with greater confidence across changing roads and weather conditions.
Technology that protects the experience
The tested GranTurismo included the $5,180 ADAS Base Package, contributing to an as-tested price of $158,050, compared with a base MSRP of $145,000.
Its safety equipment includes automatic emergency braking with pedestrian recognition, front and rear parking sensors, rear active braking and a backup camera. These systems are especially valuable in a car with a low seating position and substantial bodywork.
Technology cannot eliminate every compromise associated with owning a performance coupe, but it can make the experience more manageable and reassuring.
Who is the GranTurismo really for?
The 2026 Maserati GranTurismo is for someone who wants more than transportation and something more personal than conventional luxury.
It is for the driver who appreciates craftsmanship but still wants modern connectivity. It is for someone who wants performance without turning every trip into a competition. Most importantly, it is for the person who believes driving should remain an emotional experience.
At $158,050 as tested, this is unquestionably a significant purchase. Buyers are not simply paying for leather, technology or horsepower. They are purchasing design, heritage, occasion and the way the GranTurismo can transform their relationship with the road.
There may be faster cars and more practical ones. But few bring together beauty, comfort, performance and personality in quite the same way.
The 2026 Maserati GranTurismo Coupe does not merely transport its occupants. It reminds them why the journey can still matter.
Few modern sports cars generate as much debate as the Toyota GR Supra. Some enthusiasts still point to its collaboration with BMW, while others see that partnership for what it ultimately produced: one of the most compelling rear-wheel-drive sports cars available today.
After spending a week with the 2026 Toyota GR Supra MkV Final Edition, our conclusion is straightforward: the BMW connection does not diminish this Supra. In many ways, it helps make the car better.
Our test vehicle was particularly special. Finished in Burnout Matte Silver with a black Alcantara-and-leather interior, its window sticker showed a $73,300 total suggested retail price, including the Driver Assist Package, GT4-inspired equipment, carbon-fiber mirror caps, matte graphics, and other accessories.
What Do You Get for $73,300?
Under that long hood is the heart of the modern Supra: a 3.0-liter twin-scroll turbocharged inline-six producing 382 horsepower and 368 lb-ft of torque. Our car paired it with the six-speed intelligent manual transmission, sending everything to the rear wheels. Toyota also gives the Final Edition additional chassis, suspension and braking development intended to make this the most focused version of the MkV.
The numbers only explain part of the experience.
During our week with the Supra, what impressed us most was how usable it remained. This is a genuine performance car that doesn’t punish you for driving it normally. The inline-six delivers effortless torque, the manual gearbox adds the involvement enthusiasts increasingly struggle to find, and the compact two-seat cabin makes the Supra feel like something you wear rather than simply drive.
Push harder and its personality changes. The short wheelbase, low seating position, rear-wheel-drive layout and near-ideal weight distribution make the Supra eager to rotate through corners. Toyota originally engineered the MkV around classic sports-car fundamentals, including a very low center of gravity and 50:50 front-to-rear weight balance.
Yet you can still commute in it, enjoy the JBL audio system, heated power seats and modern driver-assistance technology, and even return surprisingly reasonable fuel economy. The sticker rates our manual Final Edition at 19 mpg city, 26 highway and 21 combined.
Yes, There Is BMW Underneath. That’s Not a Bad Thing.
Let’s address the elephant in the garage.
The fifth-generation Supra was developed in collaboration with BMW and is related to the BMW Z4. Toyota itself acknowledges that the Supra was developed in collaboration with BMW and based on the Z4 platform.
It also uses BMW’s excellent B58 inline-six architecture, and both cars are assembled by Magna Steyr in Graz, Austria.
But calling the Supra simply a “BMW with a Toyota badge” misses the point.
Toyota developed the Supra as a fixed-roof sports coupe with its own body, chassis calibration, steering character and driving mission. Toyota Gazoo Racing engineers have continually refined the MkV through motorsports and track development; the Supra has competed in Formula Drift, Super Taikyu and the Nürburgring 24 Hours.
Think of the BMW partnership less as compromising the Supra and more as giving Toyota access to one of the best modern turbocharged inline-six powertrains available.
Why This Supra May Hold Its Value
This is where the 2026 model becomes especially interesting.
Toyota is closing the chapter on the MkV with the Final Edition, and Toyota says only 1,300 Final Editions are planned for North America. That combination, Final Edition status, limited availability, 382-hp inline-six, rear-wheel drive and an available six-speed manual is exactly the formula enthusiasts tend to remember.
There is already evidence that the Supra holds value unusually well. Current iSeeCars analysis estimates the GR Supra retains approximately 76.1% of its value after five years, ranking it among the strongest luxury two-seat sports cars for resale value.
That doesn’t guarantee appreciation, and we wouldn’t buy one purely as an investment. But a low-mileage, original, well-maintained manual Final Edition has several characteristics that could make it particularly desirable years from now.
The Carsfera Verdict
The 2026 GR Supra Final Edition isn’t perfect. Visibility is limited, cabin storage is minimal, entry and exit require some flexibility, and buyers looking for four seats should look elsewhere.
But none of those things change what matters.
The Supra feels special.
For $73,300 as tested, you’re buying one of the final examples of an increasingly rare formula: a compact, turbocharged inline-six, rear-wheel-drive sports coupe available with three pedals.
BMW supplied some of the ingredients. Toyota turned them into a Supra.
And after living with it for a week, we’d argue that instead of worrying about who baked the cake, enthusiasts should enjoy a slice while they still can.
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