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At this year’s Super Taikyu Final Thanksgiving Festival—held November 15–16—Toyota isn’t just showing up. It’s making a statement. The company is rolling into Round 7 of the 2025 ENEOS Super Taikyu Series with something far more interesting than another evolutive track special. It’s bringing the liquid hydrogen-powered GR Corolla and using the grueling multi-hour endurance format as a live test lab for the hydrogen future it insists is still worth fighting for.

And judging by the tech Toyota is unveiling, “hydrogen future” might not be as far off as the skeptics think.

Liquid Hydrogen, Evolved: The GR Corolla H2 Levels Up

Toyota has treated the Super Taikyu series like its own skunkworks playground for the last few seasons, and the #32 TGRR GR Corolla H2 is now one of the most sophisticated hydrogen-burning testbeds anywhere on Earth.

This car isn’t a fuel-cell EV—this thing burns hydrogen in a reworked internal-combustion engine. Same pops, bangs, and turbocharged fury. Zero carbon.

At Round 3 earlier this year at the Fuji 24 Hours, the hydrogen Corolla hit several milestones:

A new liquid-hydrogen filling valve trimmed weight and bumped safety margins.
Toyota successfully tested hydrogen combustion-mode switching, giving engineers better control at high load.
Most impressively, the team finished the full 24 hours without swapping the high-pressure liquid-hydrogen pump—a huge leap in durability.

The catch? More power equals more pump stress. Running maximum output continuously is still a challenge, so for the season finale Toyota is gunning for the next frontier: full-race max-power durability.

Superconductors in Your Fuel Tank? Toyota Says Yes.

Here’s where things get wild.

Toyota announced it has reached the point where its hydrogen prototype can run with a superconducting motor inside the fuel tank—a device that drives the liquid-hydrogen pump.

Why is this a big deal? Because superconductors offer nearly lossless efficiency when chilled to extremely low temperatures.

Liquid hydrogen happens to sit at –253°C, which is perfect.

That synergy unlocks some huge advantages:

Up to 1.3× more tank capacity thanks to a more compact pump/motor assembly.
Lower weight and lower center of gravity, improving handling.
Reduced boil-off losses because the bulky external flange (a heat leak point) disappears.
More compact packaging, meaning future hydrogen performance cars won’t need awkward tank shapes or packaging compromises.

Toyota is essentially discovering a weird new physics cheat code that only works in hydrogen applications. It’s bold, experimental, and frankly the kind of high-risk R&D we wish more automakers were still doing.

The Multi-Pathway Message: Hydrogen Isn’t Dead

Toyota has been almost stubbornly committed to its “multi-pathway” carbon-neutrality strategy—battery EVs, hybrids, plug-ins, fuel cells, and now hydrogen-burning performance engines all get equal development love.

Critics say it dilutes focus. Toyota says customers and markets around the world need options, not dictates.

Bringing a liquid hydrogen race car with superconducting pump tech to a major motorsport event feels like Toyota doubling down on that philosophy.

And honestly? We’re here for it.

Meanwhile: A Little American Flavor in Japan

Alongside the hydrogen fireworks, Toyota is also adding some cultural spice to the festival. As part of a Japan–U.S. automotive exchange event, Toyota will display three U.S.-built models rarely seen on Japanese roads:

Toyota Camry (U.S.-spec)
Toyota Highlander
Toyota Tundra

Visitors can hop in and check them out—an opportunity to experience the size, style, and swagger of American-market Toyotas that simply aren’t sold domestically in Japan. The Tundra alone is a curiosity in a country where kei trucks dominate narrow streets.

It’s a small gesture, but a cool one, reminding fans that Toyota is just as much an American brand as it is a Japanese icon.

Super Taikyu has evolved into Toyota’s hydrogen crucible—an endurance torture test where the automaker can break things, fix them quickly, and break them again. The introduction of superconducting pump technology, integrated inside a liquid hydrogen tank chilled to –253°C, might be one of the most radical motorsport innovations in years.

While other companies chase efficiency algorithms and OTA updates, Toyota is out here reinventing physics inside a race car.

And honestly? We hope they keep going.

Source: Toyota

This year’s SEMA Show, which will take place from November 1-4, has already offered several attention-grabbing cars. One of them is the Porsche 911 GT3 STI with the engine from the Subaru Impreza STI.

It is a project by Eneos and DevSpeed Motorsports that is based on the 2007 Porsche 911 GT3. The car was badly damaged in an accident, after which it was bought at auction by professional drifter and tuner Faruk Kugay. This allowed him to use the GT3R’s bodykit, which includes a pronounced splitter, wide fenders with air vents, a carbon roof, 997.2 taillights, and a new rear bumper. In order to perform better on the track, the chassis was modified, BC Racing adjustable shock absorbers were installed, while some components were taken from the Porsche 911 Cup racing model. Besides all of that, a Nuke Performance Air Jack 90 Competition lifting system has been installed for quick tire changes.

Inside, carbon fiber sports seats, a steering wheel with ENEOS GT3 lettering, a digital cluster, a simple dashboard, and a CageKits roll cage.

Under the hood is a 2.5-liter four-cylinder engine with 542 hp (405 kW) from the Subaru Impreza STI. The engine is paired with a Subiworks 6-speed manual transmission that transmits power to the rear wheels. It’s mounted on a set of 19-inch Rotiform 917 wheels wrapped in 265/35 R19 (front) and 345/30 R19 (rear) Toyo Proxes R888R tires.

Definitely an unusual car that will be talked about even after the SEMA Show.