Toyota’s Sports Car Offensive: The GR GT, GT3, and Lexus LFA
After Toyota officially unveiled its ambitious trio of sports cars—the Lexus LFA Concept, the GR GT, and the GR GT3 race car—we were granted exclusive access. For a couple of hours, we had the chance to physically inspect these machines and engage in technical briefings with Takashi Doi, the chief program manager, alongside the engineering teams specializing in chassis, powertrain, design, and aerodynamics. We asked plenty of questions, absorbing the information they were willing to share, even if it came wrapped in careful deflections and strategic silence.
The most significant takeaway from the event is clear: Toyota plans to meticulously guide these vehicles through every stage, from their initial debut to the day customers’ keys turn in the ignition. This is more than just a launch; it’s a strategic marathon designed to maximize every milestone.
GR GT: Price and Availability
The GR GT is the production road car Toyota claims is scheduled for a “2027” arrival, likely hitting dealership lots in 2028. This model serves as the homologation basis for the GR GT3 race car. It’s plausible that the race car will debut shortly thereafter, although history shows us—like the situation with the latest Ford GT—that race cars often appear on track long before their road-going counterparts are available to the public.
When we repeatedly questioned the GR GT’s pricing, Project Manager Doi invited us to consider the sticker prices of rival models such as the Porsche 911 and the Mercedes-AMG AMG GT, based on their specifications. Using the GR GT’s projected 641 hp and a curb weight of 3,858 pounds as benchmarks, we calculate a power-to-weight ratio of 6.0 lbs/hp.
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Toyota’s Sports Car Offensive: The GR GT, GT3, and Lexus LFA
After Toyota officially unveiled its ambitious trio of sports cars—the Lexus LFA Concept, the GR GT, and the GR GT3 race car—we were granted exclusive access. For a couple of hours, we had the chance to physically inspect these machines and engage in technical briefings with Takashi Doi, the chief program manager, alongside the engineering teams specializing in chassis, powertrain, design, and aerodynamics. We asked plenty of questions, absorbing the information they were willing to share, even if it came wrapped in careful deflections and strategic silence.
The most significant takeaway from the event is clear: Toyota plans to meticulously guide these vehicles through every stage, from their initial debut to the day customers’ keys turn in the ignition. This is more than just a launch; it’s a strategic marathon designed to maximize every milestone.
GR GT: Price and Availability
The GR GT is the production road car Toyota claims is scheduled for a “2027” arrival, likely hitting dealership lots in 2028. This model serves as the homologation basis for the GR GT3 race car. It’s plausible that the race car will debut shortly thereafter, although history shows us—like the situation with the latest Ford GT—that race cars often appear on track long before their road-going counterparts are available to the public.
When we repeatedly questioned the GR GT’s pricing, Project Manager Doi invited us to consider the sticker prices of rival models such as the Porsche 911 and the Mercedes-AMG AMG GT, based on their specifications. Using the GR GT’s projected 641 hp and a curb weight of 3,858 pounds as benchmarks, we calculate a power-to-weight ratio of 6.0 lbs/hp.
Here is a comparison with high-performance GTs offering similar statistics:
| 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: Includes performance-enhancing options.
Based on this competitive set, it is highly probable that the GR GT will be priced north of $200,000.
Performance Modes and Models
The GR GT boasts a remarkably complex hybrid powertrain that incorporates a mechanical limited-slip differential (LSD), promising driving dynamics that are not just engaging but perfect for tire-smoking adventures. If you’re wondering whether it drifts, the answer is almost certainly yes. We asked about drift mode, and while Doi-san confirmed they are developing various driving modes, he did not specify their names.
A glance at the GR GT’s steering wheel provides some hints. The knob on the right features the words ‘Sport Boost.’ On the lower left, a button labeled ‘TRC/VSC’ manages traction and stability control, with an ‘Off’ setting. When we pressed for clarification on whether drivers could fully disable these systems, Doi eventually confirmed that they could.
Looking toward the future, we inquired about the possibility of higher-performance GR GT models, such as a Nürburgring Edition (similar to the Lexus LFA’s final run), a GRMN (Meister of Nürburgring), a GT R, or a GT3 RS version. Doi replied, “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.”
Nürburgring Nordschleife: Humiliation to Redemption
When Akio Toyoda, the Chairman of Toyota Motor Corporation, grandson of the founder, and the driving force behind Gazoo Racing, introduced the GR GT and GR GT3 at Toyota’s Woven City, he stood before a massive video screen displaying the word ‘Humiliation’ in bold capital letters. He spoke extensively about the humbling experience of driving Toyota sports cars, particularly a fourth-generation Supra, at the Nürburgring Nordschleife just a few years ago, only to be passed by faster, better-handling sports cars, primarily from Germany.
It is this very Japanese concept of using humiliation as a catalyst for improvement that fueled the development of the GR GT and GT3. When we asked Doi-san about the significance of the Nürburgring and if the team is targeting a specific lap time, such as under 7 minutes—a barrier recently achieved by the Mustang GTD (6:52), Corvette ZR1 (6:50), and Corvette ZR1X (6:49)—he wouldn’t directly confirm. However, he did affirm the Nürburgring’s critical importance to Toyota, the GR brand, and the company’s motorsports programs. He reiterated Akio’s assertion that the GR GT would not be the one getting passed on the Green Hell.
Given the characteristic modesty and humility of Japanese automotive engineers, we consider this essentially a declaration that the GR GT will achieve a sub-7-minute lap, especially since various 911 GT3 and AMG GT models have all surpassed that benchmark.
Lexus LFA: Price and Availability
If you admire the LFA’s design and are eager to learn about its arrival and cost, prepare for a wait. Toyota representatives, including Doi-san, consistently referred to it as being “several years” away. As for the price, we believe the new LFA will need to be significantly less expensive than its predecessor. The original Lexus LFA debuted in 2010 at a staggering $375,000 and concluded production a few years later at $445,000 with the LFA Nürburgring Edition.
Doi-san acknowledged that the world has changed since Lexus’ limited-run V-10 supercar departed the scene, and the transition to an all-electric platform complicates matters. This appears to be a subtle implication that the next-generation LFA must retail for less than $350,000.
We anticipate it will need to be substantially lower for two primary reasons: The luxury sports coupe market is already minuscule, and there are currently no electric sports coupes priced above $200,000. While a few high-end electric luxury and performance cars exceed $200,000, such as the Lucid Air Sapphire, Rolls-Royce Spectre, and Cadillac Celestiq, none fit the competitive profile of the LFA. If we venture into the electric hypercar domain with vehicles like the Rimac Nevera and Lotus Evija, prices jump to $2.3 to $2.4 million, which is decidedly not Lexus territory. The closest comparison to the LFA’s mission is the second-generation Tesla Roadster, rumored to be in the $200,000 to $250,000 range—if Elon’s vaporware ever materializes.
Lexus LFA as a Solid-State Battery Flagship?
However, there is one complicating factor that could render the LFA a very expensive and exotic luxury sports flagship for Lexus. This possibility arises if the LFA debuts featuring solid-state battery (SSB) technology, a rumor that no one at the event would confirm despite direct questioning.
What we do know is that Toyota has been actively developing solid-state batteries since 2020, following the establishment of a joint venture with Panasonic named Prime Planet Energy & Solutions, Inc. In 2024, Toyota updated its battery roadmap, forecasting SSB technology to arrive between 2027 and 2028, offering a range of 621 miles (1,000 km) and recharging times of approximately 10 minutes. Naturally, this level of battery performance would represent a massive technological leap—precisely what Lexus may be seeking for its flagship sports car. It could also potentially solve a significant packaging challenge in the electric LFA.
The current best practice in global EV manufacturing involves placing the heavy battery cells, usually bundled in packs or modules, as low as possible within the vehicle’s floor. This often consumes all the space between the wheels and sometimes extends beyond them, a design known as a skateboard chassis pioneered in production by Tesla with the Model S and adopted by nearly every subsequent major EV.
Placing heavy batteries low offers benefits for both packaging and handling by keeping the center of gravity low, which gives EVs that planted feeling during cornering. However, this presents two challenges for the Lexus LFA production engineers. First, the all-aluminum spaceframe chassis shared across 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 exists