Dylan declined Ridge’s offer to become his assistant and announced his departure from Forester B&B

Toyota’s High-Performance Trio: Inside the GR GT, GR GT3, and Future Lexus LFA The automotive world recently buzzed as Toyota unveiled its “holy trinity” of sports cars: the Lexus LFA Concept, the Toyota GR GT, and the GR GT3 race car. These aren’t just pretty faces; they represent the company’s deep commitment to preserving traditional car-making skills while embracing future technologies. But what does this mean for the future of Toyota, and which will hit the road first? We got up close with these stunning machines and spoke with chief program manager Takashi Doi and his engineering teams. While we didn’t get all the answers—some information remains guarded—we discovered that Toyota plans to milk every milestone on the journey to production. Pricing and Availability: The GR GT on the Horizon The GR GT, set to arrive as a 2028 model, is positioned as the production version of the GR GT3 race car. While the race car might debut sooner, history suggests it could be a while before the road car hits dealership floors. When pressed on GR GT pricing, Mr. Doi pointed to competitors like the Porsche 911 and Mercedes-AMG GT models with similar specifications. With the Toyota GR GT boasting 641 hp and a curb weight of 3,858 lbs, its weight-to-power ratio is 6.0 lb/hp. Here’s how it stacks up against key rivals: | Vehicle | Curb Weight | Horsepower | Weight/Power | Base Price | | :— | :— | :— | :— | :— | | 2028 Toyota GR GT | 3,858 lb | 641 hp | 6.0 lb/hp | N/A | | 2026 Porsche 911 GT3 | 3,278 lb | 502 hp | 6.2 lb/hp | $235,500 | | 2026 Porsche 911 Turbo S | 3,859 lb | 701 hp | 5.5 lb/hp | $275,650 | | 2026 AMG GT Pro 4Matic | 4,299 lb | 603 hp | 7.1 lb/hp | $202,200 | | 2026 Aston Martin Vantage S | 3,847 lb | 671 hp | 5.7 lb/hp | $235,000 | Note: These competitors are for comparison only and may include optional features. Given this competitive set, it’s highly probable that the GR GT price will exceed $200,000. Performance Modes and Future Variants The GR GT features a complex hybrid powertrain with a mechanical limited-slip differential (LSD). This setup is designed for high-engagement driving, offering the tire-scorching performance enthusiasts crave. But will it drift? While Mr. Doi confirmed different driving modes were in development, he wouldn’t specify their names. However, the GR GT steering wheel provides clues. A knob labeled ‘Sport Boost’ on the right suggests a power-enhancing function. On the left, a ‘TRC/VSC Off’ button suggests traction and stability control can be completely disabled, offering drivers ultimate control. What about future models? Could Toyota introduce a GRMN or Nürburgring Edition of the GR GT? Mr. Doi’s response was diplomatic: “Obviously we can’t talk about future product, but variations and improvements is something we’re always looking for. And that’s crucial, very important for a sports car.” This leaves the door open for more performance variants down the line. The Nürburgring Challenge: Redemption on the Green Hell The unveiling of the GR GT and GR GT3 in Woven City came with a powerful message from Akio Toyoda, founder of Gazoo Racing and grandson of the company founder. He stood before a backdrop displaying the word ‘HUMILIATION,’ a raw acknowledgment of past struggles at the Nürburgring Nordschleife. Akio spoke at length about developing Toyota sports cars, including the fourth-generation Supra, and being consistently passed by faster, better-handling vehicles, primarily from Germany. This experience of using humiliation as a driver for improvement fuels the GR GT’s development. When asked if the team is targeting a specific Nürburgring lap time, such as the sub-7-minute benchmarks set by competitors like the Mustang GTD and Corvette ZR1, Mr. Doi declined to comment directly. However, he reaffirmed the Nürburgring’s importance to Toyota and reiterated Akio’s commitment: the GR GT will not be the one getting passed on the Green Hell. Given the dedication and humility of Japanese engineers, we interpret this as a declaration that the GR GT will achieve a sub-7-minute lap time, especially considering that various 911 GT3 and AMG GT models have already surpassed this barrier. The Future of Lexus LFA: A Long-Term Vision If you love the Lexus LFA concept and want to know when it’s coming and how much it will cost, prepare for a wait. Toyota representatives stated “several years” remained for production, and pricing is still being determined. Mr. Doi acknowledged that the world has changed since the original LFA, a limited-edition V10 supercar, departed. Coming back as an EV complicates things, suggesting the new LFA must be considerably less than the original’s staggering starting price of $375,000. We believe the new LFA will be significantly more affordable for a few reasons. The luxury sports coupe market is already minuscule, and there are currently no electric sports coupes priced above $200,000. While some electric luxury cars exceed this threshold—such as the Lucid Air Sapphire, Rolls-Royce Spectre, and Cadillac Celestiq—none fit the competitive profile of the LFA. Electric hypercars like the Rimac Nevera and Lotus Evija are priced in the $2.3 to $2.4 million range, which is firmly outside Lexus territory. The closest comparison is the second-generation Tesla Roadster, rumored to be in the $200,000 to $250,000 range—if Elon Musk’s vaporware ever materializes. Lexus LFA: Solid-State Battery Flagship? There is one factor that could justify a higher price for the LFA: solid-state battery (SSB) technology. While no one at the event would confirm this under direct questioning, it’s a strong possibility. Toyota has been developing SSB technology since 2020, primarily through its joint venture with Panasonic, Prime Planet Energy & Solutions, Inc. In 2024, Toyota updated its battery plans, indicating SSB arrival between 2027 and 2028. This technology promises an impressive range of 621 miles (1,000 km) and charging times of approximately 10 minutes. Such performance would represent a significant technological leap, exactly what Lexus appears to be seeking for its flagship sports car. Furthermore, SSB technology could solve a major packaging problem in the electric LFA. The current industry standard for EV manufacturing is to place heavy batteries as low as possible in the floor, creating a “skateboard chassis” pioneered by the Tesla Model S. This approach keeps the center of gravity low, improving handling. However, this presents two challenges for Toyota’s production engineers. First, the all-aluminum spaceframe chassis shared by the GR GT, GR GT3, and LFA Concept lacks a traditional floorpan ahead of the front firewall. Instead, it features thick structural members. The limited floor space spans the compact two-passenger cabin and ends at the rear bulkhead, ahead of the transaxle. Could Traditional Cells Fit? Could traditional lithium-ion cells be squeezed in ahead of the firewall or under the cabin floor? Perhaps the batteries could occupy the space of the GR GT’s V-8 hybrid powertrain, once it’s removed? The use of “T-shaped” battery packs is popular in the aftermarket, so anything is possible, including the use of smaller, lighter, more energy-dense SSB technology. This is speculation, but for packaging, performance, and marketing reasons, the debut of game-changing solid-state batteries in the Lexus flagship makes a lot of sense. And it could very well be why the production launch of the LFA is still several years away. Keep an eye on this space to see if our guess is correct. Fiendish Electromechanical Complexity: A Future-Focused Flex Take a look at the GR GT powertrain cutaway from front to back and revel in its complexity. Starting with an all-aluminum engine and forged internals, the twin turbochargers mounted in the valley of the 90-degree cylinder banks produce a claimed 641 horsepower and 627 lb-ft of torque. This power is sent via a driveshaft, enclosed in a carbon-fiber-reinforced plastic (CFRP) “torque tube,” to a rear-mounted hybrid transaxle. The sharply cut shafts and gearsets in the cutaway model look like something out of a watchmaker’s fever dream, especially