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    Toyota GR GT Unveiled

    3 days ago

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    👍 ❤️ 😂 😮 😢 😡

    It’s been some time since we’ve seen a supercar from the land of the rising sun, and that’s if you can make the case that Japanese legends like the Acura NSX and Nissan GT-R should be categorized under the same ilk as conventional European exotics. Even the ol’ Lexus LFA—the car that the all new 2026 Toyota GR GT is supposedly born from—doesn’t necessarily earn the widely-understood supercar/hypercar moniker, given its peculiar existence as a “unicorn”. Semantics aside, whether it’s the very first, or merely amongst that sort of company, doesn’t matter all too much now. With 641 hp generated through a 4.0L twin-turbocharged hybrid engine, Toyota’s statement of intent is powerful and crystal clear. Some would even call it, “super”. As a derivative of the Japanese automaker’s Gazoo Racing performance car department, the acronymically-named GR GT bears a silhouette with less of a resemblance to its predecessor than it does to say, a Mercedes AMG GT. Don’t let appearances deceive you, as despite this, Toyota claims that their new supercar hails from the same bloodline as the iconic Toyota 2000GT and Lexus LFA. At first glance, the front bonnet appears disproportionately long through an aesthetic lens. But it certainly makes sense functionally, as mid-front-mounting a hefty engine with extra hybrid bits is always going to require swaths of real estate. It’s much less tall than it is long, compared to probably any other supercar out there right now, with an extremely low-slung roofline creating a profile that’s uniquely elegant and intimidating. Now, onto the bones. The Toyota GR GT has its entire frame made of aluminum to improve rigidity and reduce weight. Naturally, you can also expect no shortage of carbon fiber panels, with the bonnet, roof, and so much more, made from the good stuff. Toyota has claimed that the car has a curb weight of 1,750 kg, putting it somewhere in the range of “not too heavy by today’s standards, I guess”. Nevertheless, acceleration should not be an issue, as the GR GT’s exclusive 4.0L twin-turbocharged “hot-vee” V8 generates 641 hp and 627 lb-ft of torque with the help of a single electric motor integrated into the transaxle. The mild-hybrid powerplant is mated to an 8-speed automatic with a wet-start clutch and mechanical slip differential, sending power to the rear wheels. Much of the other juicy spec sheet numbers have either been redacted for now, or are still being verified, with no 0-60 mph or top speed figures released at the time of writing. Reverse-engineering would suggest the car easily completing the former challenge in the low-3-second-range, while suggestions of a top speed of 199 mph have already been floated around. All of the current data on hand also points to a remarkably balanced car with superb driving dynamics, with a 45/55 front-rear weight distribution, a double wishbone suspension on all four corners, and Brembo carbon ceramics, forming a consensus that the Toyota GR GT is likely meant to be more about handling than straight-line speed—and that’s a “heck, yes” from me. As an “aero guy” myself, I would’ve loved to see more aggressive aerodynamic design cues, as the production car is missing, at least visually, a big wing at the back. The FIA-spec GT3 race variant, which was unveiled alongside the road-going model, perhaps gives us a glimpse into the kinds of items that Gazoo Racing may offer in their after-the-fact catalogue, or as part of an additional trim or optional package. Despite the absence of those in-your-face details, the GR GT is still very proficient at the art of downforce, with NACA ducts, vents, flat underbody panels, and all manner of wind channeling measures ensuring that the car stays planted—and just as crucially, cooled—in high-performance driving situations. The interior has, arguably, the least amount of things to mention, but to me this is a good thing. I love spartan/minimalist interiors in sportscars, as they really hit home the overarching philosophy that the designers had in mind when creating the car. In the case of the Toyota GR GT, it’s all about driver centricity, with beautiful red Recaro carbon buckets allowing for the perfect seating position and an ideal field-of-view through the windshield. There isn’t a whole lot of fuss with tech-y stuff, with a digital instrument cluster and a relatively diminutive touchscreen infotainment system accounting for the bulk of the new-age features. Otherwise, it’s a few buttons and levers here and there, intuitively placed, and no more than what’s needed. So, there’s still the big elephant in the room—pricing—and like a few of the other details Toyota has left out for now, we still don’t know the intimate details here. Some sources have indicated that Toyota insiders have “scoffed” at one journalist’s suggestion that the Toyota GR GT will cost upwards of $350,000 USD. In what context they were so casually insulted, is not clear either, but it doesn’t sound like they’ve gone as far as debunking that theory, and you would think that would be an easy target to shoot down if they so pleased. That being said, expect exotic-level pricing, which will probably not be as far lower than the aforementioned guestimate as we’d like it to be. We won’t know where the GR GT really stands until we know how much it costs. In the meantime, I think all of us can still be thrilled that we finally have another Japanese supercar to swoon over. There’s also a new Lexus LFA EV in the works—a prototype was revealed alongside the GR GT today, too—so there will still be a “hold my beer” moment with the return of the LFA after all. More details will be published as they become available.  
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