Project CARS 3: The heroes of the game

The Mercedes-AMG GT R, the Acura NSX, and the Chevrolet Corvette C8 Stingray are the stars of Project CARS 3 and these machines deserve the respect it needs because these cars truly defined what makes Project CARS 3 great.

Without further ado, let's get to know more about the heroes of Project CARS 3.

First off is the Acura NSX, known as the Honda NSX in the rest of the globe. Ever since Honda revived the NSX after its 2005 discontinuation, the world rejoiced and by many surprises, the modern-day NSX shares nothing in common with the old NSX, although it retains the midship engine layout from its predecessor. Although Japanese in spirit, it was built in the USA, and powering it is a revolutionary Sport Hybrid SH-AWD where the 3.5L V6 DOHC Twin Turbo engine is connected to three electric motors that take care of the Power Drive Unit and a li-ion battery that takes charge on the Intelligent Power Unit, resulting to a total power output of 581PS of power. In its updated version, the NSX features refined chassis components, tires, and software tuning to make it more engaging than before.

Next is the Chevrolet Corvette C8 Stingray. For the first time in Corvette history, the eighth-generation model is now a mid-engined sports car, which most purists call sacrilege. Matching the best of Europe in terms of performance, the mid-engined C8 Corvette is powered by an all-new 6.2L LT2 V8 engine, producing up to 495HP of power and 470lb-ft of torque, while mated to a Corvette-first double-clutch gearbox. With the Z51 Performance Package, the C8 Corvette is armed with Magnetic Ride Control 4.0 which reads the road every millisecond and adapts in about 10 to 15 milliseconds.

Lastly, the Mercedes-AMG GT R. Served as the high-performance version of the AMG GT sports car, it's powered by 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. In the recent update, the AMG GT R was made even better with the special PRO variant with improved suspension, lightweight construction, aerodynamics, and appearance.

Now that we get to know about the three hero cars, it's time to find out which of the three PC3 hero cars is the best and with that, it's time to conduct my little experiment at a Tuscan vineyard, which was displayed on the game's official key visual.

Let the experiment begin.

After a quick lap around the vineyard, here are the results;

Corvette - 1:19.593

NSX - 1:18.168

AMG GT R - 1:18.893

The mid-engined, four-wheel drive, hybrid-powered NSX emerged is the winner of this experiment and as a result, this is the best of the three PC3 hero cars. Score another one for the Japanese carmakers.

There is a clear reason why the NSX, the C8 Corvette, and the AMG GT R are the hero cars of Project CARS 3 because these three cars represent the world of motorsports we live in. The NSX represents Asia, the Corvette represents America, and the AMG GT R represents Europe, therefore Project CARS 3 features the world's best cars and racetracks for everyone to take on.

This is the brave new world of motorsport we live in and only the fastest will come out on top.

Good luck and welcome to the world of Project CARS 3.

Project CARS 3: What's your first page be like?

Congratulations to those who got their hands on Project CARS 3, the newest installment of the Project CARS series, which is made by the folks of Slightly Mad Studios (a Codemasters company) and Bandai Namco. As everybody knows, every good story begins with a choosing and for those who are starting Project CARS 3 for the first time get to choose one of three starter cars to begin with; a Toyota 86, a Lancer Evo VI, and a Civic Type R. Question is, which starter car is the best to start with?

To find out, let's examine the three Project CARS 3 starters.

First off, the Honda Civic Type R FK2. Made in Britain, the FK2 is based on the Euro-spec ninth-generation Civic and it's powered by a K20C 2.0L VTEC Turbo engine, which produces 310PS of power output and 400Nm of torque, while mated exclusively with a 6-speed manual gearbox. Incorporating its motorsports knowhow, the Civic Type R comes with race-inspired suspension system, Active Damper System, Dual Pinion Assist EPS, and the most advanced aerodynamics developed for this car. When it was launched in 2015, it lapped the Nurburgring in 7:51.42, which is the fastest lap time for front-wheel drive cars. It marked the return of the Civic name in Japan after a five year absence with only 750 units imported to Japan.

Next up is the Toyota 86. While this is the least powerful of the three starter cars, its rear-wheel drive layout makes its the most enjoyable to drive with and because it's the cheapest of the three, you can spend its change tweaking its car. It's powered by a 2.0L flat-4 engine producing over 200PS of power and thanks to its low center of gravity and the fact that it uses skinny tires rather than bigger, grippy, ones, it makes the 86 more lively to drive in the corners.

Lastly, the Mitsubishi Lancer Evolution VI Tommi Makinen Edition, made in honor of the four-time WRC champion, the TME is a special Lancer Evolution VI model that is limited to 2500 units worldwide. Although the special livery wasn't made for show-offs, this model featured mechanical improvements identical to the base car. It comes with three variants ranging from the stripped-off RS model to the heavily-equipped GSR model.

These three starter cars will have their say with a quick lap round the streets of Shanghai to see which starter car is the best. I know this sounds rubbish but in the interest of car science, I stuck with it. So without further ado, let the experiment begin.

The Toyota 86 is much lively to drive in the bends because of its FR layout while the Civic Type R is all about serious grip and the Lancer Evo VI really shows its all-round capability as an all-wheel drive car. With their fun at Shanghai done, here are the results:

GT86 - 1:56.250

Lancer Evo VI - 1:50.185

Civic Type R - 1:50.915

As it turns out, the Lancer Evolution VI is the fastest of the three and I have no idea why I made the right decision choosing this as my starter car, although most disagree that the 86 is the best because like I said, because it's the cheapest of the three, you can spend its change tweaking its car. The Civic Type R is fairly nice but drivers may have hard time tinkering it.

Needless to say, whichever car you choose, your day at Project CARS 3 is officially begin and in its career mode, your goal is to win races while achieving several objectives to unlock new races. If you find it troubling, tune up or buy a new car. Simple.

Anyway, welcome to the world of Project CARS 3, drivers.

Tenth Generation Honda Accord

The tenth-generation Honda Accord is now landed in Japanese roads with a starting price of 4,650,000 Japanese Yen (around US$46,500), and although the pricing is more expensive than its main rival, the Toyota Camry, the new Accord promises to be the most advanced Accord ever made thanks to its new e:HEV dual-motor hybrid powertrain, evocative styling, luxurious interior, and cutting edge technology that sets them apart. So, let's take the Why Card out in the bag and get to know more about the new Accord.

2020 Honda Accord

For its tenth-generation of Honda's D-segment luxury midsize sedan that is targeted at the hard-working salarymen whose wives have their hands full on their part-time businesses, the new Accord is all about getting the job done from Day 1 until the time comes when the driver becomes fully satisfied with this hybrid saloon and then switch off to another one.

2020 Honda Accord

The new model's design is more of an enlarged version of the current Honda Civic, meaning it incorporates some coupe-like sidelines to give it a more athletic vibe to this four-door saloon. Size-wise, the new Accord is 34mm shorter, 12mm wider, and 55mm more wheelbase than the previous model, meaning this coupe-like four-door saloon really shows its big impression on its potential customers.

2020 Honda Accord interior

Thanks to its increased wheelbase, the new Accord's interior is surprisingly more spacious than its predecessor, meaning there's more space in the back for those who Uber-red you after work and enough boot space to carry a golf cart for a trip to the country club. On the driver's side, the new dashboard layout is anything but basic to toy around with. This new interior really spells work day for the new Accord every day.

2020 Honda Accord

The new Accord is the first Honda saloon to be powered by the company's brand new e:HEV dual-motor hybrid system that first debuted on the fourth-generation Honda Fit. The 145PS 2.0L LFB 4-cylinder DOHC 16v PGM-FI i-VTEC Atkinson Cycle engine is mated to a 135kW H4 electric motor, a lithium-ion battery, and e-CVT. When used efficiently, it delivers 22.8kmpl of fuel economy by WLTP standards, which some say it's more efficient than the Toyota Camry, which is a plus but don't get too excited because on highway roads, it feels a tad sluggish. 

The only redeemable shot of love for the Accord is the way it handles courtesy of its rack and pinion steering, front MacPherson struts, rear multilink suspension, front ventilated disc brakes, rear disc brake, and its new body that is stiffer and lighter than the previous model by about 50kg. With its good dynamics fit for a hybrid saloon, the Accord is no doubt something to live with as well as its wide array of safety tech courtesy of its Honda Sensing suite of driver aids.

So, has the new model improved from the previous model seven years ago? Slightly yes, of course, because the new model really means business, and if you called yourself a middleman, consider this executive sedan fit for the job. Not the most exciting saloon you wished for but it's one of the most promising saloons of the new decade and whether you're using it for personal use, for delivery use, or for TNVS purposes, the Accord is all about getting the job done without all the drama.

Available Colors: Platinum White Pearl, Luna Silver Metallic, Crystal Black Pearl, Passion Red Pearl, and Brilliant Sporty Blue Metallic.

Photo: Honda Motor Co., Ltd.

4th Gen Toyota Yaris vs. 4th Gen Honda Fit

The two compact hatchback rivals, the Toyota Yaris and the Honda Fit, are now on their fourth generation, and even though they have differences, these two Japanese compacts are redesigned to be more advanced, more efficient, and more enjoyable for drivers who want to take them for either work or play.

2020 Toyota Yaris

We start with the Toyota Yaris, an all-new model from Toyota, and the long-awaited replacement for the Vitz hatchback. With prices starting at 1,395,000 Japanese Yen, the Yaris is a reasonably-priced hatchback that is designed from the ground up and promises to be a revolution rather than an evolution for this freshman favorite.

2020 Toyota Yaris

Unlike the last-generation Vitz it replaces, the Yaris’s exterior design is like a Toyota Aqua getting mashed up by any European hatchback you know, meaning this new model looks and feels like a European city car and that design really is worth having.

2020 Toyota Yaris interior

On the interior, the Yaris is nicer to live with than the Vitz it replaces. Spacious as well thanks to its wider stance and the TNGA platform it uses. Whether it can be used for work or for play, the Yaris is a do-all compact that does any tasks like a real yuppie on city life.

2020 Toyota Yaris

Because of its TNGA platform, as well as its clever suspension setup, the Yaris is more fun to drive than the Vitz at all corners of the city or on the open road, meaning such dynamics got the Europeans stunned at first sight.

In terms of performance, the Yaris is a city car in its own right that is powered by a choice of two petrol engines, a Dynamic Force 1.5L, and a 1.0L, and the hybrid variant is powered by a brand new 1.5L Hybrid Dynamic Force powertrain (engine + electric motor + li-ion battery) that promises up to 36kmpl on the combined WLTP scale. It is the first Toyota compact to have an E-Four hybrid four-wheel-drive system that sure is coming in handy in case of weather change. While the hybrid is mated exclusively with a CVT, the normal ones can be fitted with either a CVT or a 6-speed manual, something speedo boys are looking for.

Aside from that, the Yaris boasts class-leading safety features that translate to serious business when it comes to keeping the occupants safe.

2020 Honda Fit

Now it’s the turn of the fourth-generation Honda Fit, which starts at 1,557,600 Japanese Yen, slightly more costly than the Yaris.

2020 Honda Fit

Whereas the Yaris has evolved from being blunt to sharp, the new Fit is the exact opposite. What do you mean? Well, the previous Fit is sharp-looking even as years pass by but the new model shies away from being edgy and instead of looking round, clean, and simple. For this new version, the Fit is offered in various variants such as the Basic, Home, Ness, Luxe, and the outdoor-oriented Crosstar. Sadly, no sporty variant is in sight. Shame.

2020 Honda Fit interior

Although the new look is just okay, which is not okay for some because like they said, just okay is not okay, the new interior is anything but basic and because of its better visibility, you can really see things clearly while driving. Space? Well, the Fit has better space than the previous model, meaning this new model doesn’t matter whether it is an all-work, all-play simpleton that loves to stretch itself.

2020 Honda Fit

The old model’s hybrid powertrain had a nice double-clutch gearbox, making it more engaging to drive on a normal basis. The new model, sadly, no longer bears such enjoyment because it is now mated to a CVT and the compact version of the dual-motor hybrid powertrain derived from the Accord. Now called e:HEV, Honda’s dual-motor hybrid system is going to be the future of Honda’s electrification ambition, and expect future Honda hybrids bearing the e:HEV powertrain soon.

The 1.5L e:HEV powertrain delivers 38.6kmpl of fuel economy based on WLTP standards, meaning it’s more fuel-efficient than the Yaris, meaning it’s the lesser of the two naughties, and with that kind of efficiency, the new Fit can do all of the deliveries and TNVS stuff while leaving room for its day out at the mall and back home, especially when it lets its highly advanced safety features do the talking.

Of course, there’s a 1.3L i-VTEC petrol variant as well but because it's mated only with a CVT gearbox, it’s just okay, which is not for some because again, just okay is not okay.

So there you have it; the Yaris and the new Fit are compact hatches with different ways and means to satisfy yuppies across Japan. The Yaris is all about being sporty and enjoyable while the new Fit is all about being a basic necessity for the normal driver. In the end, it’s hard to decide which one is best and in the end, it’s everybody’s guess.

Photo: Toyota/Honda

Forza Horizon 4: The Meg vs. The Civic

Few moments ago, I tried out the latest Renaultsport Megane in Forza Horizon 4, a hatchback that I won at the Winter Festival Playlist, and I am amazed that for a basic cooking version of Renault's ultimate hot hatch, it managed to take down even the ultimate Megane in the past, which is the R26.R.



Rejoined by the Megane IV R.S., it's time to take Renault's king of hot hatches a step further because I'll be summoning its biggest enemy this French hot hatch ever faced; the FK8 Honda Civic Type R.



Yes, the FK8 Honda Civic Type R, the ultimate hot hatch ever assembled a sea away because even though it's Japanese, it's made by the Brits and sadly, it's the last Type R ever made in Britain judging by the news that Honda's Swindon plant is closing soon. Anyway, brushing off from current events, the FK8 Honda Civic Type R is the ultimate enemy of the Renaultsport Megane IV of course and having learned that its ultimate version defeated the Civic at the Nurburgring, I reckon that it might do the same here except for one major problem...



As you can see here, the Renaultsport Megane IV featured in the game is just the basic cooking model with the 1.8L turbo engine that produces 280PS of power and 390Nm of torque. That's less than what the 2.0L VTEC TURO the Type R possess and slightly heavier as well. Despite the handicap, it's challenge accepted for the Renaultsport Megane IV as it takes on a time attack against the king of hot hatches, the Civic Type R. Good luck, French fry.

After a quick lap round castle grounds, here are the results;

FK8 - 1:06.867
Megane IV - 1:09.203



Guess the basic Renaultsport Megane IV wasn't quick enough to outrun the Civic Type R unlike its ultimate version that won the time attack battle at the Ring against this Honda. Oh well, despite the result, I'm very happy that I got my hands of the latest Renaultsport Megane while it lasted.

Wait...



What now? A new challenger? Could this day get any worse?!

Honda N-WGN (Second Generation)

The rising star of the kei car market, the Honda N-WGN, is now on its second-generation and this new model strives to be a better compact car with its simple design, user-friendly interior, eco-friendly performance, and cutting-edge safety features that can be yours in an agreeable 1,274,400 Japanese Yen price tag.

2020 Honda N-WGN

2020 Honda N-WGN

Time to have a little X-file on the new model, shall we? Okay, while the previous N-WGN looks more like a mini-me StepWGN by the looks of it, the new model undergoes a much simpler, conservative design that looks clean, boxy, and simple, although not as better looking as the previous model it replaces. There are two different styles available on the new N-WGN such as the standard N-WGN that reminded us of a Suzuki MR Wagon Wit several years ago and the Custom variant which is like a bedazzled Vamos by the looks of it.

2020 Honda N-WGN interior

2020 Honda N-WGN interior

Whichever N-WGN you choose, you are still be greeted by its new, user-friendly interior that works just like every other kei car should. From a bright and simple tone from the normal N-WGN to a dark and cool tone from the N-WGN Custom, it still fits like a glove for four people, which is perfect for either trips to the city or for TNVS purposes and then there's the dashboard, which works like it should be. From the touch-screen sat-nav to the long air vents that occupy the rest of the compartment like today's Lexus LS, every usable feature and space on the N-WGN is how this kei car made for the simple simpletons on the road.

With the 660cc S07B petrol engine, CVT, and idling stop at bay, the new N-WGN promises a 23.2kmpl of fuel economy based on WLTC Mode standards, which is by the outdated JC08 terms, it's slightly more efficient than the previous model it replaces and being a small car, it's easy to live with it every single day, for going to work or for weekend trips. Not as exciting as you hoped for, especially when the Custom variant has optional paddle shifters for a manual shifting feel, but in the real world, it's surprisingly noticeable.

With the purpose of being a "Safety Support Car S Wide"-rated kei car, the new N-WGN comes with the Honda Sensing suite of safety features such as Adaptive Cruise Control, CMBS, false start suppression, road-sign recognition, and many others, all in the purpose of being a safe kei car full stop.

The new N-WGN may not be as better-looking as its previous model but with its interior, performance, and safety, it sure is well enough for people who want to spend 1,274,400 Japanese Yen on a car that's all about getting the job done without all the bragging that its opposition loves to do.

Photo: Honda Motor Co., Ltd.

GT SPORT: The modern Heisei JDMs

Earlier, after a little game at Tsukuba on GT SPORT, I crowned the R34 Skyline GT-R as the best Japanese sportscar to emerge from the early years of the Heisei era. Continuing on our farewell tribute to the Heisei era on GT SPORT, it's time to bring in the modern Heisei JDMs. Before you ask, no, you won't see the GR Supra in here because that one hasn't been on sale yet.







As the Heisei era tips to the climax here's how the Japanese car industry progressed so far. For Mazda, the only sporty offering in the SKYACTIV era is basically the ND Roadster, which celebrates its 30th birthday this year, the Lancer Evolution X is the last Lancer Evolution ever made and its reign ended in 2015 with a Final Edition, today's WRX STi is all about conquering the Nurburgring rather than rallying, Toyota wowed us with the 86 (which is made in cooperation with Subaru), Lexus continues to upset the luxury car market with their flagship LC grand tourer, and today's NSX is a hybrid supercar. Out of the modern Heisei JDMs, the R35 Nissan GT-R reigns supreme or is it?



To find out, I'm using the Tsukuba Circuit again to see which one of the modern Heisei-era Japanese sportscars is the top star and I got a little something for it later on so ladies and gentlemen, let's get this show on the track.



After the time of their lives at Tsukuba, here come the results...

Roadster S (ND) '15 - 1:14.018
86 GT '15 - 1:11.302
WRX STi Type S '14 - 1:07.100
Lancer Evo.Final '15 - 1:06.282
LC500 '17 - 1:06.129
NSX '17 - 1:03.377
GT-R '17 - 1:01.974



Here you are, ladies and gentlemen. The R35 is, without a shadow of a doubt, the best modern Heisei-era Japanese sportscar ever made but the question now is, is it really the best Heisei-era car? Check back for the big finish of this Heisei-ending tribute.

GT SPORT - The early Heisei JDMs

Today marks the end of the Heisei era and what better way to pay tribute to this golden era than sampling the most iconic Japanese sportscars emerged from the early years of the Heisei era? Of course, since the Gran Turismo franchise is part of those that were born from the Heisei era, our little game of GT SPORT takes us to the heroes of Gran Turismo, the best Japanese sportscars emerged from the early years of the Heisei era.



The FD-spec RX-7, the original Honda NSX, the Impreza STi, the JZA80 Supra, the R34 Skyline GT-R, and any of the pizza-lamped Lancer Evos are known to be the best of the Japanese sportscars to emerge from the early years of the Heisei era and here in GT SPORT, they have what's greater or nearer as the drivers can get from those Heisei era JDM sportscars.

These Japanese sportscars emerged from the early Heisei years are known to be collectibles for speedo boys worldwide because these cars are notoriously known for its street cred and known to be tuned to wake the neighbors after hours. Whether they can let them roar through the Shutokou by nighttime or living the track life by day, these Japanese marvels are everywhere and whether you love them or hate them, Japan is home to those street machines like these and as a tribute, let's take them to the common battleground for testing cars before hitting Japanese roads; Tsukuba.



Ah, Tsukuba Circuit. If my memory serves me correctly, the Tsukuba Circuit is the favorite playground for the over-the-video motoring program known as Best MOTORing. Over the years, we seen professional drivers across Japan testing out the coolest and the weirdest on this very track they called home. Of course, Best MOTORing may be officially dead several years ago but here in GT SPORT, people can do their Best MOTORing homage on this very track while sampling most of the cars offered in-game, just to give them their first impressions.

With the best JDM cars from the early Heisei era stepped to their very own Holy Land of sampling and time attacking, they are ready for a revue they will remember forever.

It's showtime!



After their Tsukuba revue, here are the results...

Impreza 22B-STi Version '98: 1:07.522
NSX Type R '92: 1:10.581
RX-7 Spirit R Type A (FD) '02: 1:07.700
R34 GT-R V-Spec II Nur '02: 1:06.864
Lancer Evo.IV GSR '96: 1:08.481
Supra RZ '97: 1:07.330



So, there we are. The R34 Skyline GT-R, launched from 1999 to 2002 is without a shadow of a doubt, the best Japanese sports car to emerge from the early Heisei years and no matter the opinion, I placed my fate that this is the best Japanese sportscars to emerge from the early years of the Heisei era.

Next time, let's pit in the Japanese sportscars from the modern Heisei era.