My GT7 Log: The Audi TT - Then and Now

The Audi TT is now 25 years old and as the sleek and stylish sports car is in its death throes, it's time to take a trip back memory lane in Gran Turismo 7, showcasing the making of the Audi TT with the first one and the last one.

Here they are, the first and the last generation Audi TT getting along as the nameplate recently celebrated its 25th anniversary since its 1998 launch. As the world bids goodbye to the Audi TT, let's get to know more about the car that changed Audi's designs forever from the first chapter to the final chapter.

Launched in 1998, the first-generation Audi TT stays faithful to the concept car as seen at the 1995 IAA Frankfurt Motor Show. Named after the Tourist Trophy on the Isle of Man, the TT has set the template for Audi's designs and innovations. The choice of engines ranges from the ones used by the fourth-generation Volkswagen Golf as well as the 3.2L V6 petrol engine, seen here, that produces 239HP of power, while mated to a twin-clutch DSG gearbox, an Audi first. Early models featured a spoiler-free rear view, which caused a lot of highway crashes, forcing Audi to recall the first batch to attach a rear spoiler for added downforce.

Launched in 2014, the third and final generation Audi TT borrows styling from its big brother, the Audi R8 while utilizing the MQB platform from every VW Group vehicle of today, and because of the next-generation Audi Space Frame, it's surprisingly lighter than the second-generation model, and with Audi's signature quattro permanent all-wheel drive, it's capable through different road conditions, be it rain or shine. 

Seen here is the TT S, the one that served as the starter in GT SPORT. The TT S is powered by a 2.0L TFSi petrol engine that produces 310PS of power output while mated with a choice of either a 6-speed manual or a 6-speed flappy paddle that can do 0-100kph in 4.6 seconds and a top speed limited to 250kph.

With the first and the final chapter got their first impressions, it's time to give the Audi TT story the proper send-off it deserves and with that, I'm off to the Nurburgring GP circuit to witness its evolution.

So, how much progress did the Audi TT make starting from the first one to the last one? Let's roll the tape and find out.

And now the results...

Audi TT Coupe 3.2 quattro '03 - 2m37.497s

Audi TTS Coupe '14 - 2m26.833s

25 years on the road and the Audi TT has grown to the fit of peak from its not-so-humble beginnings to its glorious final form the world has ever witnessed.

Technology and Tradition, this is what the Audi TT showcased, earning the "Driven by instinct" tagline since its 1998 debut. 25 years later, the TT is forever a staple to Audi's progressive values. Although sad to see it go away, its game-changing legacy will be remembered for many generations to come.

Auf Wiedersehen, Audi TT...

My GT7 Log: Emperors

The Evo III and the Evo IV are the infamous 4WD sports saloons that made an appearance in the Initial D series because these cars were driven by Kyoichi Sudo and Seiji Iwaki, the formidable duo from the team Emperor. Here in Gran Turismo 7, I got the chance to drive the fearsome twosome.

Whenever these two Evos popped up on the mountain roads, street racers are going to think twice before facing them head-on because, as witnessed in the series, the loser gets their team stickers sliced in half. So, what made these Evos feared on the mountain roads?

Let's begin with the Lancer Evolution III, the one Kyoichi Sudo drove in Initial D. The Evo III is the third and the last verse of the one based on the fourth-generation Lancer, commonly nicknamed by Noypis as the "Lancer Hotdog" because of the hotdog-shaped rear-lamps. Launched in 1995, the Evo III features a revised body style compared to the Evo II while the turbocharged 2.0L 4G63 engine was bumped to 266HP of power output.

As the Evo driven by the Emperor boss in Initial D, Takumi dueled against Sudo in an unofficial match and lost because of the AE86's blown engine but Sudo let it slide for now. Following the AE86's blown engine, Sudo battled Ryosuke Takahashi of Redsuns and lost. Later on, on his home turf Irohazaka, the rematch between Takumi and Sudo ended in a dead heat.

Now, let's take a look at the Evo driven by the Emperor's head honcho Seiji Iwaki, the Lancer Evolution IV. Being the first Evo that was based on the fifth-generation Lancer, known by the commercials as the "Good Run Lancer", the Evo IV is an entirely new model built from the ground up. The same engine that powers the Evo has been flipped around 180 degrees and saw a power increase to 276HP of power. The Evo IV marked the debut of the Active Yaw Control, which replaced the previous models' mechanical LSD. In the world of Initial D, Takumi battled Seiji and barely won.

Having gotten to know about the Evos driven by the Emperor duo, let's give this fearsome twosome a duel to determine which one is the best, and with that, I selected Autopolis for this matter.

So, which of these Emperor LanEvos is the most potent one? The leader or the head honcho? Let's roll the tape.

And now the results...

Evo III - 2m20.256s

Evo IV - 2m19.587s

It's a shockingly close result. The head honcho has beaten the leader by nearly a second. I guess this is how much of an improvement the Evo IV is compared to the Evo III. Still, they're pretty good for retro rally JDM saloons known and feared the world over.

As said before, both the Evo III and the Evo IV are fearsome twosome street racers who are going to think twice before facing them head-on as seen in Initial D. These machines showcased how much progress the Lancer Evolution has gone through since the beginning of the tale. They really are the best machines to come out from the 1990s, the golden era of JDM sports cars.

Remember the emperors...

My GT7 Log: The evolution of the AMG GT

The Mercedes-AMG GT became part of the Gran Turismo heritage ever since it became the hero car of 2017's Gran Turismo Sport, and here in Gran Turismo 7, it's been joined by two powerful versions; the R and the Black Series. Like a good Rider with powerful forms, the AMG GT has evolved from a no-nonsense sports car to the ultimate road-and-track warrior it was born to be.

So, how much the Mercedes-AMG has evolved from the normal one to the ultimate version known as the Black Series? Let's examine its metamorphosis.

Beginning with the original Mercedes-AMG GT, it doesn't count as a worthy successor to the SLS AMG because of the power output that separates these two but needless to say, the AMG GT's newly developed 4.0L V8 BiTurbo engine produces almost the same amount of torques as the defunct SLS AMG. The S version produces 502HP of power and 478.8ft-lb of torque while mated to a 7-speed AMG SPEEDSHIFT MCT. It does 0-60mph in less than four seconds and has a top speed of 193mph. Performance aside, the AMG GT features an aluminum spaceframe with an intelligent material mix on the body which sets the new standards for modern sportscars and results in lightweight but rigid sportscars that accommodate rather well with its drivetrain. 

Apart from that, the AMG GT comes with other key points that make it capable on the road and on the track such as an electronic rear-axle locking differential, race-derived double wishbone suspension, and electronically-controlled damping with AMG DYNAMIC PLUS package and ceramic high-performance composite brake system.

The AMG GT R is a high-performance variant of the AMG GT sports car that uses a specifically tuned version of the AMG 4.0L V8 BiTurbo engine that produces 585HP of power and 700Nm of torque while mated to a 7-speed AMG SPEEDSHIFT MCT. It does 0-100kph in 3.6 seconds and has a top speed of 318kph. 

It features a new active aerodynamics profile hidden underneath the body and when in RACE mode, the aerodynamics produces a Venturi effect, sucking the car onto the road and reducing the front-axle lift by around 40 kilograms at 250 km/h. It even has an active air management system, the AMG coil-over suspension, active rear-wheel steering, AMG TRACTION CONTROL, rear-axle limited-slip differential, and speed-sensitive sports steering.

The AMG GT Black Series is the ultimate version of the AMG GT sports car, and although flattering to call it the road-legal version of its GT3 racing car equivalent, it features the most powerful internal combustion engine AMG has ever spawned; a 730PS 4.0L V8 BiTurbo engine mated to a 7G-DCT, capable of hitting 325kph of top speed. It lapped the Nurburgring Nordschleife in 6:48.047, which is faster than the Lamborghini Aventador SVJ.

With all three AMG GT variants got their word, it's time to find out how much the AMG GT has grown from when it was first launched to its final form, and with that, it's off to the Nurburgring Grand Prix track to conduct this experiment.

This is the ideal send-off to the C190 Mercedes-AMG GT because, with the said sportscar no longer in production, this will be a tribute to what is known to be one of the most influential sports cars to come out from the mid-2010s. Let's find out the true meaning of metamorphosis with the AMG GT. Roll the tape.

...and now the results...

AMG GT - 2m20.053s

AMG GT R - 2m18.128s

AMG GT Black Series - 2m12.334s

From its debut to the Black Series, the Mercedes-AMG GT has evolved from a no-nonsense sports car to the ultimate road-and-track warrior it was born to be. Although gone, it's not really the end of the Mercedes-AMG GT storyline because pretty soon, the next chapter will soon be written, and let's hope it will be as good as this while keeping up with the challenges of the new normal.

For the AMG GT, this is not the end. This is only the beginning...

My GT7 Log: A tale of two Giulias

Whether it's classic or modern, the Alfa Romeo Giulia has motorsport bloodlines running through its veins and when you take it to the track, it really showcases the classic Alfa Romeo magic from within.

So, what makes the Giulia special in an Alfa Romeo kind of way? The question will be answered by two machines in question; an ancient Giulia Sprint GT and the modern Giulia GTA.

Beginning with the Giulia Sprint GT, this model is essentially the coupe equivalent of the original Giulia that was marketed from the 60s to the 70s. It became part of the range a year after the original Giulia was launched in 1962. Styled by Giugiaro, who was part of Bertone at that time, the Sprint GT is powered by a 1.6L DOHC 4-cylinder engine producing 104HP of power and 102.7ft-lb of torque.

Fast forward to the 2020s, Alfa Romeo unveiled the Giulia GTA, a track-honed limited edition of the modernized Giulia sedan made in honor of Alfa Romeo's 110th anniversary. In addition to the aggressive aerodynamics provided by Alfa Romeo's Formula 1 partner, Sauber, the 2.9L V6 Bi-Turbo engine was tuned to produce 540HP of power, making it capable of hitting a 0-100kph time of 3.6 seconds. 

The GTAm is the Italian four-door equivalent of the Porsche 911 GT3 RS because of its extensive use of lightweight materials including the deletion of rear seats, giving it a power-to-weight ratio of 2.82kg per horsepower. 

500 of these were made and sold, and those who bought it were eligible for a personalized experience package which includes a special Bell helmet, special racing overalls by Alpinestars, a special car cover by Goodwool, and a driving course courtesy of Alfa Romeo Driving Academy.

Now that I shed light on these two Giulias, let's find out how much the Giulia has progressed from the ancient Sport GT to the modern GTA, and with that, I'm off to Monza to conduct the Italian experiment. This is Darwin's Evolution theory the Alfa Romeo way and it's time to put this theory to the test.

And now the results;

Giulia Sprint GT - 2m49.629s

Giulia GTAm - 2m07.614s

The evolution of the Alfa Romeo Giulia, forty-two seconds in the making. It took about 42 seconds to progress the Giula from the Sprint GT of the past to the GTA of today...in my mind.

From the classic Sprint GT to the modern GTA, the Alfa Romeo Giulia really has motorsport bloodlines running through its veins and it really showcases the classic Alfa Romeo magic from within. 

As the world embraces the new normal, it looks like cars like the Giulia will face the inevitable but nevertheless, it's a clear reminder that the modern Giulia is the best Alfa Romeo at this moment in time because of the style, dynamics, and performance worth upsetting the Germans case to case.

Grazie ragazzi, Alfa Romeo Giulia.

My GT7 Log: Stars and Us

The first-generation BMW M2 and the Ford Focus Mk3 RS are the coolest things to come out from the mid-2010s. No, I'm not referring to some orangutan who drove both of these cars from a certain streaming TV show. I'm thinking about the starry feeling about these two mid-2010s sports cars.

Both the M2 and the Focus RS are compact midsized sports car wonders that satisfy most drivers behind the wheel. The dynamics and character made these two special in every way but just how different between these two?

Beginning with the Ford Focus Mk3 RS, is known to be the last American hot hatch offered on American soil, although it was fully imported from Europe. It has a 2.3L EcoBoost engine that produces 320PS and it has the strongest braking system ever made for a Ford. Despite being 4WD, the Focus Mk3 RS features Drift Mode that allows this hatchback to drift like a rear-wheel-drive car.

When the first BMW M2 was launched, this successor to the 1M Coupe is powered by a 3.0L six-cylinder turbo engine that produces 370HP of power and 465Nm of torque. It can be mated to either a 6-speed manual or a 7-speed M DCT for the purpose of being quick on the line. The M2 featured in Gran Turismo 7 is the facelifted version, the M2 Competition. This version saw its engine power bumped to 405HP thanks to a new S55 engine sourced from its M4 big brother, capable of hitting a top speed of 280kph thanks to an optional package.

Having gotten to know these two, it's time to give these shining stars a one-lap drive toward memory lane at Brands Hatch. Man, it's just like I remembered. A long time ago in an upside-down country far far away, I put these two on a heated sprint race and found out that the less powerful Focus RS trumped the M2 by a narrow margin.

Now, here we are. Doing this stint again but this time, this is Gran Turismo 7. The M2 went through greater heights while the Focus RS remained the same. Still, what a reunion these two stars are, and looks like they're going to settle this again, this time at Brands Hatch. Roll the tape.

After the two have the time of their lives, here are the results;

BMW M2 Competiton '18 - 1m45.442s

Ford Focus RS '18 - 1m48.725s

It looks like the M2 is the winner of this...friendly rivalry between the two stars.

Rivals! Friends and foe alike, today and tomorrow! It's been an honor to drive these two machines once more even in a different game like Gran Turismo 7.

Sure, the Focus RS is already gone for good while the BMW M2's story continues in new and exciting ways, but these two are proven to be the most enjoyable machines not because of the performance and dynamics but because of the charm they possess. Something reminded us of a certain rivalry a long time ago. 

Sounds girly but it's all about dreaming and rolling. Get it? Dreaming and rolling, that's what these two cars are all about and I love them for it.

Keep your dreams rolling, no matter where you are!

My GT7 Log: The SKYACTIV-X-Factor

The fourth-generation Mazda 3 is the first Mazda to be powered by the game-changing SKYACTIV-X engine and Gran Turismo 7 gave the world the chance to drive such a game-changing hatchback by all means.

But first, what's it all about the fourth-generation Mazda 3? It was originally known as the Axela from the first one of 2003 to the third-generation model of 2013 but Mazda decided to replace the Axela with the Mazda 3, adopting a new global approach for Mazdas in the present and the future, and it marked a fresh new chapter in Mazda's history because of its design, powertrain, and packaging that are clear signs that it is embarking on a whole new generation of Mazdas.

Inspired by the Kai Concept from the 2017 Tokyo Motor Show, the Mazda 3 features an evolved Kodo design, minimalist interior layout, and technologically-advanced features that keep it ahead of its class. At launch, it was offered with a choice of a SKYACTIV-G 2.0L petrol, a more economical 1.5L engine, and a SKYACTIV-D 1.8L diesel engine mated to either a 6-speed SKYACTIV-DRIVE AT or a 6-speed SKYACTIV-MT. In Late 2019, the Mazda 3 is offered with the world's first SKYACTIV-X engine. This engine features the new Spark Controlled Compression Ignition which combines the response and economy of a diesel engine and the performance of a petrol engine, all in one clever engine that works in accordance with Mazda's first-ever M Hybrid system, a 24V mild hybrid system that used Mazda's new electric drive technology, which minimizes fuel consumption and results to a much better fuel economy courtesy of its recycled energy recovered during deceleration and powering an electric motor that assists the engine.

The Mazda 3 featured in GT7 is the one with the 2.0L SKYACTIV-X petrol engine mated to a 6-speed SKYACTIV-MT and i-ACTIV AWD. Upon trying it out in the game, the engine that powers it, the i-ACTIV AWD, and the so-called G-VECTORING CONTROL PLUS really mean business for this hatchback and the classic Mazda jinba-ittai approach is still here. Although not a hot hatch material, it still has the Mazda spirit worth enjoying it.

To demonstrate the performance of the Mazda 3's SKYACTIV-X engine as well as its i-ACTIV AWD and G-VECTORING CONTROL PLUS, I went to Watkins Glen, New York, for a one-lap time attack just to prove its worth. Science suggests that it will lap through the whole track within the 2:30 mark and with that, it's time to perform such a scientific experiment. Roll the tape.

After a whole lap around The Glen, I've managed to set a lap time of 2m29.714s, meaning this SKYACTIV-X-powered Mazda 3 actually works, only just.

Thanks to its SKYACTIV-X engine, the fourth-generation Mazda 3 is proven to be the biggest upset in the category and if you're in the mood for searching a particular compact midsize hatchback, chances are you'll run into one of these.

With the Mazda 3, you'll know what's like to "be a driver" when you drive one.

My GT7 Log: The last V6-powered Alphard

The third-generation Toyota Alphard is the last Alphard to have a V6 engine on it as the next model will never have one due to downsizing trends. As the third-generation Alphard arrived in Gran Turismo 7 via an update, it's time to have a drive with the last V6-powered Alphard in history.

The third-generation Alphard, the H30W model, debuted in January 2015, marking the evolution of Toyota's flagship minivan first launched in 2002. Renowned for its first-class interior comforts that satisfy even the most influential VIPs inside, the third-generation Alphard is powered by a choice of a 2.5L 2AR-FE engine mated to a Super CVT-i, a 3.5L V6 engine mated to a 6-speed Super ECT, and a 2AR-FXE 2.5L hybrid powertrain sourced from the Camry.

Underneath, the third-generation Alphard features a revised bodywork made of high-tensile strength steel for added rigidity as well as a new double-wishbone rear suspension, resulting in comfortable mobility and added stability while reduced NVH results in a quiet ride while in motion. Comfort and luxury are the Alphard's key strengths.

The third-generation Alphard was facelifted for the 2018 model year and V6 variants featured a 2GR-FKS 3.5L V6 petrol engine with VVT-iW (Variable Valve. Timing-intelligent Wide), DIS (Direct Ignition System), ACIS (Acoustic Control Induction System) and ETCS-i (Electronic Throttle Control System-intelligent). This engine is mated to an 8-speed automatic gearbox.

The Alphard featured in Gran Turismo 7 is the ultra-luxury Executive Lounge variant powered by a 2GR-FKS 3.5L V6 petrol engine mated to an 8-speed AT and 4WD. I tried it and although it would be pointless and silly to race with it due to its bulky packaging and comfort-oriented dynamics, I finally got the experience of driving Toyota's flagship minivan which has been a common sight in five-star hotels and casinos across Asia...in my mind. Yes, from where I came from, there's no shortage of sightings of this minivan in places like...let's say, Okada, Newport World Resorts, Solaire, City of Dreams, or Hann. You get the point. In fact, this is the kind of minivan high rollers ride.

Speaking of high rollers, let's give the third-generation Alphard, which is of course the last model to have a V6 engine on it, for a quick lap around Tsukuba. Let's see how much of a high-roller minivan the Alphard is. Roll the tape.

After a quick lap around Tsukuba, I managed to hit the 1m13.304s lap time in an Alphard, which is surprisingly quicker than the compacts I tried at this track a long time ago but still, not bad for a V6-powered Alphard that is nearing its end of life.

It's a good thing this game featured the last V6-powered Alphard in history because with an all-new model coming up, it is expected that all variants will have four-cylinder engines and no V6 in it. It's a shame but I managed to give the V6-powered Alphard a good send-off. Good call for a grim time like this.

Although pointless and silly to take it for a race, the third-generation Toyota Alphard is a good addition to the Gran Turismo 7 car roster, giving players what's like to drive the flagship minivan that has been a favorite for VIPs from all walks of life. So, care to double down in this minivan?