“Toyota 2000GT, Lexus LFA, and now GR GT.
Born in the spirit of “Toyota’s Shikinen Sengu,” which is its own tradition of renewal, the GR GT is built to command an unmistakable presence.

The skills that must endure are passed on to the next generation. From the veterans who built the Lexus LFA to the next generation of engineers,
the core skills of car building are preserved even as new technologies evolve. The GR GT symbolizes this continual challenge.

Starting with Master Driver Morizo, and joined by professional drivers Tatsuya Kataoka, Hiroaki Ishiura, Naoya Gamou, and gentleman driver Daisuke Toyoda, engineers listened closely as these drivers pushed the car, understanding their intent with precision and shaping it into reality.

This united pursuit of a driver first philosophy between drivers and engineers has created a road car with the soul and precision of a true racing machine.”

Toyota.

 

In a time when performance cars whisper politely and fake their own engine noises like insecure karaoke singers, the arrival of a clean-sheet, twin-turbo V8 supercar feels downright rebellious. The newly revealed Toyota GR GT isn’t tiptoeing into the future—it’s kicking the door open with eight cylinders and a bad attitude.

This isn’t just a nostalgic nod to the 2000GT or a distant cousin of the Lexus LFA. The GR GT is a proper homologation special, forged directly from Toyota’s GR GT3 race program. Translation: this thing exists because racing demanded it, not because a marketing team wanted more cupholders.

For collectors and people who still believe steering feel matters, this is a big deal. Possibly a last call big deal. As the industry marches toward batteries and compliance spreadsheets, the GR GT stands tall as a defiant reminder that internal combustion still has something to say—loudly, and at high RPM.

GR GT Engine: The Bit That Makes You Grin

At the heart of the GR GT is a brand-new 4.0-litre twin-turbo V8, complete with a hot-V layout and dry-sump lubrication. This is not some parts-bin special—it’s a bespoke engine built with racing in mind, not fuel economy trophies.

Yes, it’s hybridised—but calm down. This isn’t about saving polar bears. The electric assist exists purely to sharpen response, fill torque gaps, and make sure all 641 bhp (650 PS) arrive instantly, like a slap to the senses. The result is throttle response that feels almost naturally aspirated, despite the turbos doing their thing.

Power goes to the rear wheels through a rear-mounted 8-speed automatic transaxle, delivering near-perfect weight distribution. Because physics still matters, no matter how many touchscreens you install.

Specification and Trims (aka: No Nonsense Allowed)

The GR GT wisely avoids the “configure until you hate yourself” approach. Instead, expect a focused, curated spec list—the kind enthusiasts actually want.

The road car will feature an all-aluminium frame with extensive carbon-fibre reinforcement, carbon-ceramic brakes, forged lightweight wheels, and an interior that prioritises driving over digital distraction. This cockpit is about hands, feet, and focus—not TikTok.

And while it’s road-legal, make no mistake: the GR GT exists because of the GR GT3 race car. This is essentially the Le Mans machine with number plates, sharing aero philosophy and chassis architecture. That kind of direct lineage is increasingly rare—and increasingly valuable.

Rumours also point to a limited Launch Edition, potentially featuring exposed carbon bodywork, special Gazoo Racing liveries, and bespoke interiors. Subtlety optional.

The Competitive Landscape (Where It Picks Fights)

Mercedes-AMG GT: The obvious benchmark. The AMG leans into luxury GT vibes; the Toyota looks ready to shed weight, sharpen edges, and chase lap times instead.

Porsche 911 GT3: The unavoidable comparison. Same purist audience, different philosophy. Where the 911 is clinical and familiar, the GR GT offers a more exotic, long-bonnet, “I brought something different” appeal.

McLaren 750S / Artura: Similar money, similar performance, very different flavours. McLaren goes mid-engine carbon-tub precision; Toyota brings old-school V8 theatre with modern race tech underneath.

Aston Martin Vantage: A kindred spirit in layout and intent. The Aston plays the gentleman racer; the Toyota shows up in race boots and doesn’t apologise.

The Price of Provenance

UK pricing isn’t official yet, but expect a starting figure between £165,000 and £190,000. That buys you a bespoke V8, race-derived chassis, carbon-heavy construction, and genuine motorsport DNA—not a warmed-over luxury coupe with a spoiler.

In the 2025 market, that’s not cheap—but it is rare. And rarity is the point.

Final Thoughts (Cue the Dramatic Music)

The Toyota GR GT is a love letter to the internal combustion engine written right before last orders. It values sensation over spreadsheets and heritage over hype. In a world quietly moving on from V8s, this car refuses to go gently.

For those who get it, the GR GT isn’t just another supercar.
It’s a rolling act of defiance—and possibly the last of its kind.

Written by Everyman Racing Team

After clinching his first Formula One world title, Lando Norris revealed he spent the final laps of Sunday’s Abu Dhabi Grand Prix reflecting on the long, winding journey that brought him to the sport’s summit.

Speaking a day after sealing the championship with a third-place finish at Yas Marina, Norris described the emotional weight of the moment. His closest rival, Max Verstappen, won the race but ultimately fell two points short in the standings. The title fight had remained razor-close until the final round, with McLaren teammate Oscar Piastri—who had led the championship for much of the season—also in contention. Piastri finished third overall.

Lando Norris basked in his maiden Formula One world championship at the weekend, celebrating his triumph after the season finale in Abu Dhabi.

The 26-year-old McLaren driver described the moment as surreal, admitting he spent the final laps replaying memories from his earliest days in karting to the highs and lows of his seven years in Formula One.

Despite finishing third in the race, Norris secured the title by a slim two-point margin over Max Verstappen, who won the Grand Prix but fell short in the standings. The battle had stayed razor-close to the final round, with Norris’s teammate Oscar Piastri – who had led for much of the season – ultimately finishing third in the championship and their second manufacturer’s title in succession.

Norris admitted he partied with friends until 6 a.m. at the hotel, which overlooks the Yas Marina circuit, and spectacularly ended his night with a regret-laced Sausage McMuffin from McDonald’s.
The Briton showed nerves of steel in Abu Dhabi, making bold overtakes to secure the third-place finish he needed. But as the chequered flag approached, he confessed to uncertainty about how he would feel upon realizing a childhood dream.

As the 11th British driver to win an F1 title, Norris now joins an elite club – but was adamant that the fame wouldn’t change who he is. He insisted the external trappings of success would not alter his approach to life or racing.

His path to the championship wasn’t smooth. Last season, Norris had mounted a late but unsuccessful challenge to Verstappen, a campaign that McLaren team principal Andrea Stella identified as a key developmental milestone. According to Stella, it was during that stretch that Norris began to realize: “I can compete with Max.”

This season, Norris struggled with a lack of front grip in the car’s early iterations, costing him especially in qualifying. During that period, Piastri surged ahead in the standings, delivering a series of impressive performances. But mid-season upgrades, particularly to the front suspension, brought a turning point for Norris, restoring the confidence and control he needed.

Stella emphasized that Norris’s response to the difficult start was a defining feature of his championship run.
“It was the start of a process which was structured, holistic,” he explained, citing improvements across driving, mindset, and racecraft. “It makes me particularly glad that Lando could capitalise on this… I’ve not necessarily seen this level of development before – either in terms of effort or the speed at which it happened.”

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 Photograph: Nicolas Economou.

Written by Everyman Racing Team