Toyota GR GT Fires Up as Mat Watson Goes Hands-On With Toyota’s Next Big Performance Bet

Mat Watson scored rare access to a European-spec prototype of the upcoming Toyota GR GT. The short session centered on startup and revs, but it revealed plenty about what Toyota Gazoo Racing has in store for 2027. This is no rebadged Supra or borrowed platform exercise. It stands as a clean-sheet flagship built to sit at the top of the GR lineup and carry forward the same obsessive spirit that once defined the Lexus LFA.

The car sits low and long, and its stretched nose gives it a strong presence even when parked. Its proportions are quite dramatic: its overall length is over 4.82 m, its wheelbase exceeds 2.7 m, and its roofline remains at a height of approximately 1.2 metres. The design avoids all flare and gimmicks, instead concentrating on clean lines, useful vents, and a rooted attitude that suggests genuine aerodynamic activity. In an enclosed environment, such as a garage, the design appears purposeful rather than spectacular.

When Watson revved it up, the new 4-litre twin-turbo V8 settled into a silky idle. The engine’s note had a crisp, mechanical edge to it, even with the exhaust system required to meet Euro regulations. Watson fiddled with the throttle, and the engine produced a rising roar that progressed smoothly through the midrange. Twin turbos and emissions gear keep things under control in this early form, but the underlying spirit begins to shine through. Toyota went to a lot of trouble with the sound package; they wanted feedback that made the driver feel changes in load and heat rather than just how loud it was.

A carbon fiber torque tube connects the front-mounted V8 to a rear transaxle, directing power to the rear wheels. Inside that transmission is an eight-speed automatic with a wet multi-plate clutch instead of a standard torque converter, as well as a single electric motor and a mechanical limited slip differential. The hybrid assist fills up the torque gaps as you change and accelerate, allowing the V8 to do its job. Toyota claims at least 650 horsepower and 850 Nm at the wheels, with a top speed of over 320 kph. It still weighs less than 1,750 kg, due to an all-aluminum spaceframe and loads of carbon fiber body panels. The weight distribution is approximately 45/55 front/rear.

The layout undoubtedly pays off in terms of balance. By relocating the transmission and hybrid gear further back, the engineers were able to lower the centre of gravity and free up room for better aerodynamics and a more effective crash structure. Double wishbones on both ends of the car contribute to the sophisticated suspension movement, and the Brembo carbon-ceramic brakes are powerful enough to handle anything a track session can throw at them. The prototype Watson was able to test already feels like a track-honed beast, and that’s before we even get to the separate GR GT3 racing vehicle, which shares the same fundamental DNA and will be campaigned by customers. That technique provides a meaningful growth route for the road car, rather than simply taking a racing car and turning it into a road car.

This is precisely why the GR GT seems like a true spiritual heir to the LFA. The original LFA was an ultra-focused, halo car that was all about a screaming V10, obsessive attention to weight [i.e., carbon fiber everywhere], and the simple fact that a mainstream Japanese manufacturer could still produce something truly extraordinary at the top of its line. The GR GT captures the same vibe, but with a new engine family, modern hybrid technology that enhances rather than replaces the combustion experience, and an all-important link to motorsport via the GT3 program.