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Toyota GR GT First Look: A V8 Hybrid Halo Car That Puts Germany and Britain on Notice

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Toyota has spent the better part of two decades rebuilding its enthusiast credibility, but the new GR GT makes one thing abundantly clear: the company isn’t interested in merely participating in the performance-car conversation anymore. It wants to lead it.

This is Toyota’s most ambitious road car since the legendary LFA, a front-engined, rear-wheel-drive hybrid supercar that arrives with 641 horsepower, an all-new twin-turbocharged V8, genuine GT3 racing pedigree, and one very specific target: established heavyweights like the Mercedes-AMG GT, Aston Martin Vantage, and Porsche 911 Turbo.

If the GR Supra was a statement of intent, the GR GT is the realization of that promise.

Built Like a Race Car—Because It Basically Is

Toyota calls the GR GT a “road-legal race car,” and unlike the marketing fluff that often accompanies such claims, this one carries unusual credibility.

The production model and its GT3 racing counterpart were engineered side-by-side from the beginning rather than adapting one from the other later. That simultaneous development means lessons learned for endurance racing directly influenced the road car’s chassis, aerodynamics, cooling, and driver ergonomics.

It’s an approach borrowed from manufacturers that dominate international motorsport, and one Toyota believes produces a fundamentally better driver’s car.

That philosophy was on full display when the GR GT made its dynamic public debut at this year’s Goodwood Festival of Speed, announcing itself not with extravagant theatrics but with unmistakable engineering intent.

A New V8 Marks Toyota’s Return to the Big Leagues

At the heart of the GR GT sits something enthusiasts have been hoping Toyota would build for years: an entirely new 4.0-liter twin-turbocharged V8.

Rather than relying solely on electrification to chase performance, Toyota has developed a compact hot-vee V8 featuring twin turbochargers mounted inside the cylinder banks, a dry-sump lubrication system, and lightweight packaging designed to keep the engine low in the chassis.

Combined with an electric motor, the hybrid powertrain is targeting 641 horsepower and 627 lb-ft of torque, all delivered exclusively to the rear wheels.

Toyota says development is still ongoing, suggesting those figures may even climb before production begins.

Performance numbers remain unofficial, but expectations are already lofty. A 0–62 mph sprint around 3.5 seconds and a top speed exceeding 198 mph firmly place the GR GT in modern supercar territory.

Perhaps even more encouraging is Toyota’s commitment to making this engine compliant with increasingly strict emissions regulations, signaling that the V8 isn’t destined to be a one-off curiosity. Instead, it could become the foundation for an entirely new generation of high-performance Toyota and Lexus models.

The Sound Matters Just as Much

In an era where artificial exhaust enhancement has become increasingly common, Toyota appears determined to let mechanical authenticity do the talking.

Engineers treated the exhaust note as a core element of the vehicle’s identity, carefully tuning the system to deliver the unmistakable soundtrack expected of a twin-turbo V8 while ensuring the sound evolves naturally with engine load and vehicle speed.

Early demonstrations suggest the result is every bit as dramatic as the specifications imply—a deep, muscular rumble under acceleration that feels refreshingly honest.

Hybrid Assistance Without Losing Character

Unlike many modern hybrids that prioritize efficiency above all else, the GR GT’s electric motor exists for one purpose: making the car faster.

Positioned ahead of the newly developed eight-speed automatic transmission, the electric motor fills torque gaps during gear changes, smoothing power delivery while maintaining relentless acceleration.

The gearbox itself replaces a traditional torque converter with a wet-clutch arrangement, enabling significantly quicker shifts similar to those found in the latest Mercedes-AMG performance models.

A mechanical limited-slip differential ensures all that power reaches the pavement with maximum effectiveness.

Designed Around the Driver

Toyota repeatedly emphasizes “car-driver unity,” and the development process reflects that philosophy.

Company chairman and accomplished racing driver Akio Toyoda personally worked alongside engineers and professional racers throughout development, helping shape a vehicle intended to inspire confidence both on a racing circuit and on public roads.

The cockpit follows the same philosophy.

Visibility, seating position, switch placement, and overall ergonomics were prioritized above digital spectacle. Toyota says every control has been carefully shaped and positioned for intuitive operation, whether the driver is attacking apexes or simply commuting through traffic.

Interestingly, there’s no Toyota badge anywhere on the car.

Instead, the GR GT wears only Gazoo Racing branding, reinforcing Toyota’s intention to establish GR as a standalone performance marque alongside Lexus and Century.

Lightweight Engineering Remains a Priority

Despite incorporating hybrid technology and a substantial V8 engine, Toyota has kept weight remarkably under control.

The GR GT becomes the company’s first production model to use an aluminum body-in-white, while additional aluminum body panels and suspension components further reduce mass.

Stopping power comes courtesy of Brembo carbon-ceramic brakes, while overall curb weight is expected to remain below 1,750 kilograms.

That places the GR GT roughly 300 kilograms lighter than the all-wheel-drive Mercedes-AMG GT, while landing almost exactly alongside the rear-drive Aston Martin Vantage.

Weight distribution sits at an ideal 45:55 front-to-rear, complemented by a new stability control system derived directly from Toyota’s Le Mans racing program.

The objective isn’t merely faster lap times.

Toyota wants the GR GT to feel progressive, predictable, and confidence-inspiring whether it’s carving through mountain roads or chasing tenths on a race circuit.

Carrying the LFA Legacy Forward

The original Lexus LFA achieved legendary status not simply because it was fast, but because it embodied Toyota’s engineering ambition.

The GR GT follows that same philosophy.

Veterans from the LFA development team contributed to this project, passing on decades of accumulated knowledge to Toyota’s next generation of engineers while helping shape what the company describes as one pillar of a new “trinity” of flagship performance vehicles alongside the forthcoming electric Lexus supercar.

The goal extends beyond building another halo car.

Toyota wants to demonstrate that motorsport remains its greatest laboratory—and that emotional, engaging performance cars still have a place in an increasingly electrified future.

The specifications alone make the Toyota GR GT compelling: a new twin-turbo V8, hybrid assistance, rear-wheel drive, lightweight construction, GT3-derived engineering, and more than 640 horsepower.

But what makes it genuinely exciting is the philosophy behind it.

Rather than chasing numbers for the sake of headlines, Toyota appears focused on creating a machine that rewards the driver above everything else—a car designed with feedback, balance, and emotional engagement at its core.

If it delivers on those promises when it reaches showrooms next year, the GR GT won’t simply mark Toyota’s return to the supercar segment.

It may well become one of the most significant performance cars of the decade.

Source: Toyota

NEW CARS

Jensen Interceptor Returns as a Track-Only Supercar with an Analog Soul

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Some automotive legends refuse to stay buried. The Jensen Interceptor is one of them.

After years of lovingly reengineering classic Interceptors and the groundbreaking FF through high-end restomod programs, Oxfordshire-based Jensen International Automotive (JIA) is aiming considerably higher. Its next chapter isn’t another restoration or retro-inspired grand tourer—it’s a track-focused supercar called the Interceptor GTX, and it promises something that’s becoming increasingly rare in the modern performance-car landscape: an unapologetically analog driving experience.

In an era dominated by electric hypercars, torque-vectoring computers, and steering systems that sometimes feel like they’re filtering reality through software, the GTX appears to be heading in the opposite direction.

And that’s exactly the point.

Analog Is the New Exotic

JIA describes the Interceptor GTX as an entirely new machine rather than a continuation of the original car. While its styling will undoubtedly pay homage to the iconic British GT of the 1960s and ’70s, everything underneath is being developed from scratch.

The foundation will consist of an aluminum chassis wrapped in lightweight aluminum bodywork, while motivation comes courtesy of a supercharged V8 that JIA describes as a bespoke powerplant. Exact specifications remain under wraps, but the company’s messaging makes one thing abundantly clear: outright numbers aren’t the headline.

The experience is.

JIA says the GTX will deliver a “fully analogue driving experience,” a phrase that’s become automotive catnip for enthusiasts who miss the days before digital intervention became mandatory equipment. While the company hasn’t officially confirmed transmission options, the emphasis on analog suggests that a manual gearbox and traditional physical controls are very much part of the vision.

That’s refreshing. In a marketplace where touchscreens increasingly replace buttons and software often dictates how a performance car behaves, Jensen seems determined to let drivers do the driving.

Built for the Circuit, Born for Something Bigger

The GTX won’t be road legal—at least not initially.

Instead, it serves as the halo model for an entirely new Interceptor family. Think of it as the most extreme interpretation of JIA’s engineering philosophy, with road-going variants expected to follow later in progressively more usable forms.

It’s a strategy that mirrors how many modern supercar manufacturers establish credibility. Start with the uncompromising flagship, then expand into models capable of surviving everyday roads without sacrificing the DNA established by the range topper.

For Jensen, it’s also an opportunity to redefine what the Interceptor name means in the 21st century.

A Historic Name Returns

If all goes according to plan, the GTX will become the first all-new Jensen since the S-V8 debuted in 2001.

That car earned praise from reviewers for its performance and character but never found commercial success. Production totaled just 40 examples, including development cars, while only 23 ultimately reached paying customers.

This revival, however, appears considerably more ambitious.

One notable figure involved is Jeff Qvale, whose father, Kjell Qvale, owned Jensen Motors between 1970 and 1976. As a key partner in the project, Jeff Qvale has described the GTX as a car that will “set new benchmarks” while delivering the “pure, high-performance, ultra-analogue driving experience that discerning clientele are now demanding.”

Whether that demand is large enough to sustain a niche British manufacturer remains an open question. But it’s difficult to argue with the timing. As manufacturers race toward electrification and increasing automation, there’s a growing segment of collectors and enthusiasts willing to pay handsomely for cars that prioritize mechanical connection over computational perfection.

Countdown to an Anniversary

JIA hasn’t announced a formal reveal date, but Managing Director David Duerden has pointed toward the 60th anniversary of the original Interceptor’s unveiling, strongly suggesting the covers could come off before year’s end.

That timing would be fitting. Few names in British motoring carry the same blend of understated elegance and V8-powered charisma as the Interceptor. Reviving it as a stripped-back, track-focused machine rather than another luxury grand tourer is an unexpected twist—but perhaps exactly what’s needed.

If the Interceptor GTX delivers on its promises, Jensen won’t simply be reviving an old badge.

It may remind the automotive world that, in the age of algorithms and electrification, the most exciting technology is still a supercharged V8, three pedals, and a driver making every decision.

Source: Autocar

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Voyah Courage Owner Says His EV Won’t Lock—Dealer’s Explanation Sparks Controversy

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Buying a brand-new car is supposed to eliminate worries, not create new ones. But for Norwegian owner Morten Berggren, his new Voyah Courage has become the source of a surprisingly modern automotive headache: every time he walks away, he’s left wondering whether the car actually locked itself.

It’s the kind of problem that sounds almost trivial—until you discover your vehicle sitting unlocked in a public parking lot. Again. And again.

According to Berggren, the issue has plagued his all-electric SUV since he took delivery in the fall of 2025. On dozens of occasions, the Courage has simply refused to lock after he exited the vehicle, despite appearing to behave normally. The result? A growing lack of confidence in a feature most drivers barely think about anymore.

And confidence is everything when it comes to keyless entry systems.

Fifty Chances for Something to Go Wrong

Berggren estimates the malfunction has occurred at least 50 times, enough to convince him this isn’t an isolated glitch or simple user error.

One incident proved particularly embarrassing. While leaving the vehicle at the dealership during a test drive of another car, employees noticed the Voyah sitting in the parking lot with its door handles extended, exterior lights illuminated, and—most importantly—completely unlocked. The dealership reportedly documented the event on video before notifying the owner.

That’s not exactly the ownership experience most EV buyers expect.

The Explanation That Sparked Headlines

The story might have remained a relatively ordinary software issue had it not been for the explanation Berggren says he received during discussions with the service department.

According to the owner, he was told that his height—an imposing 202 centimeters (6 feet 7½ inches)—might actually be contributing to the problem. The suggestion was that he could be walking away from the vehicle so quickly that the keyless system failed to recognize the electronic key had left the car’s proximity.

Berggren’s response was understandably skeptical.

Yes, he’s exceptionally tall. No, he insists, he doesn’t sprint away from his vehicle after parking.

Predictably, the explanation quickly spread across automotive publications and social media, where it became the most talked-about part of the entire story.

A More Technical Explanation Emerges

The dealership has since offered a different and considerably more plausible explanation.

According to the sales center’s director, the issue may occur if the driver presses the brake pedal again after shifting into Park. In certain circumstances, the vehicle may remain in its active—or “Ready”—mode instead of fully shutting down. If the car still believes it’s operational, the locking system may intentionally refuse to secure the doors.

That behavior isn’t unique to Voyah. Many modern vehicles prevent locking when they detect the vehicle hasn’t fully powered down, helping prevent situations where a running car is accidentally left unattended.

The dealer also noted that owners can disable automatic locking and manually lock the vehicle, while acknowledging that the case requires further investigation because the Courage remains a relatively uncommon model in Norway.

Software, Not Stature

The Norwegian importer doesn’t believe the issue rises to the level of a defect warranting cancellation of the sales contract. Instead, it points to the possibility that the vehicle is remaining in Ready mode rather than suffering from a fundamental hardware failure.

Berggren, however, argues that the technical explanation misses the bigger point.

When you can never be completely certain whether your car will remain locked after you walk away, trust in the product inevitably begins to erode.

And that’s difficult to quantify.

How Keyless Systems Are Supposed to Work

Modern keyless-entry systems rely on multiple antennas positioned throughout the vehicle to determine whether the electronic key is inside the cabin or safely outside. If the software concludes the key remains inside—or believes the vehicle hasn’t fully shut down—it will often refuse to lock the doors as a safety precaution.

When these systems malfunction, the culprit is typically far less dramatic than driver physiology. Software bugs, calibration issues, sensor inconsistencies, or communication errors between electronic control modules are all considerably more likely explanations than the owner’s height.

In other words, while Berggren’s 202-centimeter frame certainly makes him stand out in a crowd, it shouldn’t confuse a properly functioning keyless-entry system.

The Voyah Courage case highlights an increasingly common reality of modern automobiles. Today’s vehicles are rolling computers packed with sophisticated electronics that deliver remarkable convenience—until one small software hiccup undermines an everyday function drivers have long taken for granted.

Whether this particular issue ultimately proves to be a software bug, an operational quirk, or something else entirely remains to be seen. But one thing is already clear: blaming an unusually tall owner has generated far more headlines than any routine software update ever could.

Sometimes the most memorable automotive stories aren’t about horsepower or lap times.

Sometimes they’re simply about whether your car locks when you walk away.

Source: Automotive News

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