Gran Turismo details the car classes in ‘Sport’



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The seventh iteration of ‘Gran Turismo Sport‘ drops Oct. 17. Last week, the company posted a video explaining the race classes, which range from street cars (Group N) to full-out endurance race cars in Group 1, which are prototypes. The full car list is only 162 cars deep, a far cry from almost 1,200 in “GT6.” The Group 4 cars are equivalent to GT4, the Group 3 cars are like GT3 and so on. The game does include rally cars — Group B — and the Gran Turismo concepts fall under Group X.

Those GT-equivalent classes include a bunch of cars that don’t actually have GT variants, like the Mazda 6 and Jaguar F-Type. “Sport” is all about racing, hence the focus on fully prepped vehicles.

The track list is also a little smaller than expected. The game features six real tracks (Brands Hatch, Interlagos, Bathurst, the Nürburgring, Suzuka and Willow Springs) and 11 other locations with 40 layouts. We’ve been enjoying the beta version for a few months now, and we’ll come back with another review of the full game later this month. Also look for our games podcast coming soon.

Check out the car and track lists below.


  • Alfa Romeo 4C Gr.3
  • Alfa Romeo 4C Gr.4
  • Alfa Romeo 4C Launch Edition
  • Alfa Romeo MiTo 1.4 T Sport
  • Alfa Romeo 4C Gr.3 Road Car
  • Alpine Vision Gran Turismo
  • Alpine Vision Gran Turismo 2017
  • Alpine Vision Gran Turismo Race Mode
  • Aston Martin DP-100 Vision Gran Turismo
  • Aston Martin Vulcan
  • Aston Martin One-77
  • Aston Martin V12 Vantage GT
  • Aston Martin V8 Vantage S
  • Aston Martin Vantage Gr.4
  • Audi R18 TDI (Audi Sport Team Jo
  • Audi R8 LMS (Audi Sport Team WRT)
  • Audi Sport quattro S1 Pikes Peak
  • Audi TT cup
  • Audi TTS Coupé
  • BMW i3
  • BMW M4 Coupé
  • BMW M4 Gr.4
  • BMW M4 Safety Car
  • BMW M6 GT3 (Walkenhorst Motorsport)
  • BMW M6 GT3 M Power Livery
  • BMW Vision Gran Turismo
  • BMW Z4 GT3
  • Bugatti Vision Gran Turismo
  • Bugatti Veyron 16.4
  • Bugatti Veyron Gr.4
  • Chevrolet Chaparral 2X Vision Gran Turismo
  • Chevrolet Camaro SS
  • Chevrolet Corvette C7 Gr.3
  • Chevrolet Corvette C7 Gr.4
  • Chevrolet Corvette Stingray (C7)
  • Chevrolet Corvette C7 Gr.3 Road Car
  • Citroën DS3 Racing
  • Citroën GT Gr.4
  • Citroën GT Race Car (Gr.3)
  • Citroën GT Road Car
  • Daihatsu COPEN RJ Vision Gran Turismo
  • Dodge Charger SRT Hellcat
  • Dodge SRT Tomahawk GTS-R Vision Gran Turismo
  • Dodge SRT Tomahawk S Vision Gran Turismo
  • Dodge SRT Tomahawk Vision Gran Turismo (Gr.1)
  • Dodge SRT Tomahawk X Vision Gran Turismo
  • Dodge Viper Gr.4
  • Dodge Viper GTS
  • Dodge Viper SRT GT3-R
  • Ferrari 458 Italia
  • Ferrari 458 Italia Gr.4
  • Ferrari 458 Italia GT3
  • Ferrari LaFerrari
  • Fittipaldi Motors Fittipaldi EF7 Vision Gran Turismo by Pininfarina
  • Ford Focus Gr.B Rally Car
  • Ford Focus ST
  • Ford Mustang Gr.3
  • Ford Mustang Gr.4
  • Ford Mustang Gr.B Rally Car
  • Ford Mustang GT Premium Fastback
  • Ford Mustang Gr.3 Road Car
  • Gran Turismo Racing Kart 125 Shifter
  • Honda Civic Type R (FK2)
  • Honda Project 2&4 powered by RC213V
  • Honda Sports Vision Gran Turismo
  • Honda NSX
  • Honda NSX Gr.3
  • Honda NSX Gr.4
  • Honda NSX Gr.B Rally Car
  • Hyundai Genesis Coupe 3.8 Track
  • Hyundai Genesis Gr.3
  • Hyundai Genesis Gr.4
  • Hyundai Genesis Gr.B Rally Car
  • Hyundai N 2025 Vision Gran Turismo
  • Infiniti CONCEPT Vision Gran Turismo
  • Jaguar F-type Gr.3
  • Jaguar F-type Gr.4
  • Jaguar F-type R Coupé
  • Lamborghini Huracán GT3
  • Lamborghini Huracán Gr.4
  • Lamborghini Huracán LP 610-4
  • Lamborghini Veneno
  • Lexus LC500
  • Lexus LF-LC GT “Vision Gran Turismo”
  • Lexus RC F
  • Lexus RC F Gr.4
  • Lexus RC F GT3 prototype (Emil Frey Racing)
  • Mazda Atenza Gr.3
  • Mazda Atenza Sedan XD L Package
  • Mazda LM55 Vision Gran Turismo
  • Mazda Roadster S (ND)
  • Mazda Atenza Gr.4
  • Mazda Atenza Gr.3 Road Car
  • McLaren 650S Coupe
  • McLaren 650S Gr.4
  • McLaren 650S GT3
  • McLaren Ultimate Vision Gran Turismo
  • McLaren MP4-12C
  • Mercedes-AMG A 45 4MATIC
  • Mercedes-AMG GT S
  • Mercedes-AMG GT Safety Car
  • Mercedes-AMG GT3 (AMG-Team HTP-Motorsport)
  • Mercedes-Benz AMG Vision Gran Turismo
  • Mercedes-Benz AMG Vision Gran Turismo Racing Series
  • Mercedes-Benz SLS AMG
  • Mercedes-Benz SLS AMG Gr.4
  • Mercedes-Benz SLS AMG GT3
  • MINI Clubman Vision Gran Turismo
  • Mitsubishi Concept XR-PHEV EVOLUTION Vision Gran Turismo
  • Mitsubishi Lancer Evolution Final Edition
  • Mitsubishi Lancer Evolution Final Edition Gr.3
  • Mitsubishi Lancer Evolution Final Edition Gr.4
  • Mitsubishi Lancer Evolution Final Edition Gr.B Rally Car
  • Mitsubishi Lancer Evolution Final Edition Gr.B Road Car
  • Nissan GT-R Gr.4
  • Nissan GT-R Gr.B Rally Car
  • Nissan GT-R NISMO GT3 N24 Schulze Motorsport
  • Nissan GT-R Premium edition
  • Nissan GT-R Safety Car
  • Nissan CONCEPT 2020 Vision Gran Turismo
  • Nissan Nissan GT-R LM NISM
  • Peugeot 208 GTi by Peugeot Sport
  • Peugeot 908 HDi FAP – Team Peugeot Total
  • Peugeot L500R HYbrid Vision Gran Turismo, 2017
  • Peugeot L750R HYbrid Vision Gran Turismo, 2017
  • Peugeot Vision Gran Turismo
  • Peugeot Vision Gran Turismo (Gr.3)
  • Peugeot RCZ Gr.3
  • Peugeot RCZ Gr.4
  • Peugeot RCZ Gr.B Rally Car
  • Peugeot RCZ GT Line
  • Peugeot RCZ Gr.3 Road Car
  • Porsche 911 GT3 RS (991)
  • Porsche 911 RSR (991)
  • Porsche Cayman GT4 Clubsport
  • Porsche Porsche 919 Hybrid (Porsche Team)
  • Renault Sport Clio R.S. 220 EDC Trophy
  • Renault Sport Mégane Gr.4
  • Renault Sport Mégane R.S. Trophy
  • Renault Sport R.S.01
  • Renault Sport R.S.01 GT3
  • Subaru VIZIV GT Vision Gran Turismo
  • Subaru WRX Gr.3
  • Subaru WRX Gr.4
  • Subaru WRX Gr.B Rally Car
  • Subaru WRX STI Type S
  • Subaru WRX Gr.B Road Car
  • Toyota 86 GRMN
  • Toyota 86 Gr.4
  • Toyota 86 Gr.B Rally Car
  • Toyota 86 GT
  • Toyota FT-1 Vision Gran Turismo
  • Toyota FT-1 Vision Gran Turismo (Gr.3)
  • Toyota S-FR
  • Toyota S-FR Racing Concept
  • Toyota TS050 – Hybrid (Toyota Gazoo Racing)
  • Toyota TS030 Hybrid
  • Volkswagen Golf VII GTI
  • Volkswagen GTI Roadster Vision Gran Turismo
  • Volkswagen GTI Supersport Vision Gran Turismo
  • Volkswagen GTI Vision Gran Turismo (Gr.3)
  • Volkswagen Scirocco Gr.4
  • Volkswagen Beetle Gr.3


  • Alsace – Village
  • Alsace – Village II
  • Autodrome Lago Maggiore – GP
  • Autodrome Lago Maggiore – GP II
  • Autódromo De Interlagos
  • Blue Moon Bay Speedway
  • Blue Moon Bay Speedway II
  • Brands Hatch Grand Prix Circuit
  • Brands Hatch Indy Circuit
  • Broad Bean Raceway
  • Broad Bean Raceway II
  • Colorado Springs – Lake
  • Colorado Springs – Lake II
  • Dragon Trail – Seaside
  • Dragon Trail – Seaside II
  • Fishermans Ranch
  • Fishermans Ranch II
  • Mount Panorama Motor Racing Circuit
  • Northern Isle Speedway
  • Northern Isle Speedway – Infield
  • Nürburgring 24h
  • Nürburgring GP
  • Nürburgring Nordschleife
  • Nürburgring Nordschleife Tourist Layout
  • Sardegna – Windmills
  • Sardegna – Windmills II
  • Suzuka Circuit
  • Suzuka Circuit East Course
  • Tokyo Expressway – Central Inner Loop
  • Tokyo Expressway – Central Outer Loop
  • Tokyo Expressway – East Inner Loop
  • Tokyo Expressway – East Outer Loop
  • Willow Springs International Raceway: Big Willow
  • Willow Springs International Raceway: Horse Thief Mile
  • Willow Springs International Raceway: Horse Thief Mile II
  • Willow Springs International Raceway: Streets of Willow Springs
  • Willow Springs International Raceway: Streets of Willow Springs II



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What’s Ken Block’s new car? A 1991 Ford Escort Cosworth, and it’s brilliant



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Ken Block’s out of rallycross, but he’s not done with racing. Block is actually headed back to stage rally, but he’s not going to race in the ultra-competitive World Rally Championship against the likes of Sebastien Ogier. At least, not with his latest race car.

This car is Block’s new-to-him 1991 Ford Escort Cosworth rally car. The Escort was built to run in the WRC’s Group A class and was updated over its life to stay competitive. Block restored the car to race-ready condition and should fill his days racing it through the forests in American rally stages.

Even if he doesn’t, the 2.0-liter turbocharged I4-powered Escort looks like more than enough fun to just rip around and do all-wheel-drive donuts. Like a proper rally car needs to be, it appears Block’s Escort is registered for road use and would make one hell of a daily driver.

Click above to see Block turn his Escort rally car’s new tires into plumes of smoke.



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YouTube star Jake Paul ‘sued by victim of car horn prank’


YouTuber Jake Paul is reportedly being sued by a man who claims a prank damaged his hearing and left him in “emotional distress”.

In July this year, Jake posted a video on his YouTube channel showing him and his friends driving around Los Angeles.

The 20-year-old social media star beeped an extra loud horn on his car at strangers and filmed their reactions.

But one victim of the stunt says it’s ended up damaging his hearing, reports US website TMZ.

It reports the man was leaving a store in West Hollywood when he was targeted by Jake and his friends.

Jake Paul

Image caption Jake had modified his jeep with a powerful horn

TMZ also says that the man who filed the lawsuit is seen in Jake’s video, which has been watched more than 7m times – but it is not clear which person he is.

“I’ve just had my truck pimped out, it’s got this new horn that blasts people’s faces off,” Jake says in the video.

“Let’s scare some people.”

Jake and his friends then honk the horn at people crossing the road, waiting at a bus stop and taking selfies – mostly targeting groups of young girls.

(Warning: Third party videos may contain adverts)

Jake Paul

Image caption This group of girls were among the people who were scared by Jake and his friends

Earlier this year Jake left Disney’s Bizaardvark show in a decision the company said was “mutual”.

His departure came shortly after complaints were made by his LA neighbours, who accused the star of turning their street into “a warzone” with parties and pranks.

He has 11m followers on YouTube and his videos regularly attract millions of views.

Newsbeat has reached out to Jake’s representative for a comment.

Find us on Instagram at BBCNewsbeat and follow us on Snapchat, search for bbc_newsbeat


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General Motors’ New Lidar, the Postal Service’s Self-Driving Van, and More Car News From This Week


The momentum builds. This week we saw a bunch of schemes to get self-driving cars on the road. The state of California released the latest draft of its regulations to make it easier for driverless cars to be on public roads by 2018. Those are vehicles with no one at the controls—not even a “safety human.” The University of Michigan is building a semiautonomous delivery vehicle for the US Postal Service. And a VC firm really wants to make a lane of I-5 in Seattle robots-only. Perfect driverless tech, with its promise of cutting crashes, can’t come soon enough. New data from the Department of Transportation shows that 37,461 people died on American roads last year.

Let’s get you caught up.


Stories you might have missed from WIRED this week

  • Alex takes us through General Motors’ latest shot at vertical integration: the carmaker acquired Strobe, a California lidar maker. Lidar is one of those sensors that could help driverless cars navigate, by firing out millions of laser pulses and measuring how they bounce off the surroundings. But today’s lidar is expensive, and the industry’s main supplier, Velodyne, can’t keep up with demand. GM believes it can make it more smoothly in house.
  • Jack talks to the venture capitalists who want to slowly eliminate the humans from a stretch of highway between Vancouver, Canada, and Seattle, Washington. No, this is not a Walking Dead sitch—they posit that separating driverless cars from people-piloted ones will keep passengers safer.
  • I reported on the US Postal Service’s semiautonomous vehicle prototype. A human mail carrier will still have to hang at the wheel, sorting mail and delivering to mailboxes through the window. USPS wants to have these vehicles on 28,000 rural mail routes by 2025.
  • If you’re more into totally driverless vehicles, head to the Golden State, where the Department of Motor Vehicles wants to make it easier for developers to launch human-free cars on public roads next year.
  • And if all this autonomy stuff is confusing you, know that you’re not alone. I reported on a new MIT study that shows customers are mystified by the names of automated features currently on the market. Even the Secretary of Transportation is having a hard time parsing what is and isn’t a self-driving car.

Autonomous Tech Convert of the Week

Companies like Intel and Waymo also know that autonomous vehicles are perplexing, and maybe kind of scary, and the industry hasn’t done a great job explaining how they work. Solution: ads! And what better person to explicate than the King himself? In a new Intel ad, a nervous LeBron James takes a ride in an AV—and, spoiler alert, then insists on keeping it.

Required Reading

News from elsewhere on the internet.

  • If lugging human passengers around isn’t your bag, the San Francisco startup Mapper will still pay you to drive—with a nifty, femur-shaped device affixed to your windshield. The plastic attachment records the street data needed to create maps for self-driving cars.
  • Big-time chipmaker Nvidia rolled out a multichip platform built just for driverless cars. It can pull off 320 trillion operations per second, 13 times more than other products in its automotive line.
  • Uber’s reportedly under five federal criminal investigations—two more than previously reported. The troubled ridehail giant faces questions about price transparency, criminal bribery, trade theft, and dodging local regulations.
  • Uber also reportedly turned down a settlement offer in its ongoing self-driving car lawsuit with Waymo. The Google spinoff wanted $1 billion, a public apology, and an independent monitor to ensure the ridehail company wouldn’t use its intellectual property.
  • Paris joins the electric party and pledges to ban gasoline- and diesel-powered vehicles by 2030. Here’s how it could pull it off.

In the Rearview

Essential stories from WIRED’s canon

With all the excitement around self-driving cars, it’s worth reminding yourself how they actually work, and how they perceive the world they move through. Because someday soon, one could be driving you.


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Macklemore Car Crash, Drunk Driver Blood Alcohol Twice the Legal Limit


Macklemore Car Crash

Other Driver Absolutely Bombed

… According to Cops

10/12/2017 12:50 AM PDT


The guy who collided head-on with Macklemore had a blood alcohol level more than twice the legal limit … TMZ has learned. 

Jake Pitcher’s BAC was .19% according to police docs — and that was nearly 2 hours after the accident! Pitcher was charged last week in Washington with DUI.

As we’ve reported … Pitcher was driving a pick-up truck on a winding road in July when he swerved across the lane and smashed into the rapper’s Maybach. Incredibly, no one was seriously hurt in Macklemore’s car. Pitcher suffered face and head injuries.

Mack recently opened up about the experience, saying he thought he was going to die.


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No One Knows How to Define ‘Self-Driving Car’ — And It’s Becoming a Problem


“We have now self-driving cars.” So declared no less an authority than the United States’ chief of transportation, Secretary Elaine Chao, in a May interview with Fox Business. “They can drive on the highway, follow the white lines on the highway, and there’s really no need for any person to be seated and controlling any of the instruments.”

This is wrong. Today, you can indeed buy a car with controls steering and braking for you. Tesla, Cadillac, Mercedes-Benz, Lexus, and Audi already, or soon will, offer this sort of advanced driver assistance system. But nothing now available or coming soon will let you nap or email or slap on a VR headset behind the wheel. Contrary to Chao’s thinking, today’s cars very much need humans to supervise them and intervene if something goes wrong.

Don’t blame the secretary for her confusion. When it comes to this new breed of cars that can (kind of) drive themselves, just about nobody knows what they’re talking about. How do you define self-driving, or autonomous, or driverless, or automated? Which technology does what, exactly? How is one car’s system different from another’s? “Consumers every day are seeing this conflation of automated vehicles, self-driving vehicles, and autonomous vehicles,” says Greg Rogers, a policy analyst with the transportation think tank the Eno Center.

If you’re looking for a scapegoat, you’ve got a likely candidate. The auto industry, according to a new study, is doing a terrible job conveying to the public how their newfangled systems work. In a report published last month, Massachusetts Institute of Technology researchers surveyed 450 participants about the functionality of semiautonomous features that are either currently available or about to come on the market. They found bewilderment.

The majority of respondents couldn’t estimate the features’ capabilities based only on their names. They did seem to understand that the term cruise meant they’d have to stay alert, like they do with current cruise control systems. (Great news for BMW’s Active Cruise Control and Nissan’s Intelligent Cruise Control, which each maintain a safe distance between vehicles.) But they were mystified by features with assist in the name, like Volvo’s Pilot Assist and Audi’s Traffic Jam Assist. Does that mean the system assists the driver, or the driver assists the system?

(The researchers’ results on the Tesla Autopilot feature were inconclusive—survey participants proved too familiar with the feature to judge it by its name alone.)

Outside the lab, that confusion could easily turn dangerous, creating situations where drivers get into cars without understanding their responsibilities behind the wheel. These systems offer similar capabilities, with important differences. One might work only on certain roads; another will stay in its lane but can’t handle sharp turns; another will handle just about anything, but requires the driver to tap the wheel every few minutes or else it will disengage.

“If there’s inconsistency with how things are named across different semiautonomous features that have different capabilities, that can lead to confusion for consumers both when they’re purchasing systems and when they’re using systems,” says Hillary Abraham, who worked on the research and studies how humans interact with driver assistance systems at MIT. “It’s important to understand how terminology can affect a consumer’s preconceived notion of what they might be capable of, and how it relates to other systems that might be on the market,” says Abraham.

The risk will only rise as more vehicles with automated features pour onto roads. Nearly 40 manufacturers offer models with advanced safety systems right now. Cadillac and Audi are about to launch their own semiautonomous driving features; other automakers will soon follow. That means there’s a lot more research needed. How do consumers use these vehicles? How do carmakers advertise their capabilities? (Mercedes-Benz pulled ads for its E-Class sedan last year after it confusingly, and wrongly, described the car as self-driving.) And how does the industry train customers to use these new features?

Automakers, of course, have opportunities other than commercials to teach consumers about how their vehicles work beyond their names. In the dealership, for example, where customers take potential vehicles for test drives and chat with salespeople. These are chances for manufacturers—through their car dealer proxies—to explain how their cars operate and where their limitations lie. Some do well. Subaru’s Eyesight feature bombed in the MIT research, with just 13 percent of participants guessing its lane assist, forward collision warning, and automatic braking capabilities. But other research has shown the Japanese carmaker dedicates unusual resources to training its dealers to explain the feature’s function.

Unsurprisingly, not everyone does such a good job spelling out how their “self-driving” cars work. When Erin MacDonald visited a California dealership recently to purchase a vehicle with some automated features, she found salespeople who didn’t know much about what they were selling. “They couldn’t explain why it worked, the limitations of it, or under what conditions it was safe to use,” she says. MacDonald, a mechanical engineer who studies product design at Stanford University, ended up doing her own research to figure out what she wanted, and then comparing disparately named features across brands.

This could prove a problem for automakers as well as customers. “What you call something can be a kind of implicit promise that the feature is capable of behaving safely under certain circumstances,” says Ryan Calo, who specializes in cyber law and robotics at the University of Washington’s School of Law. A judge or jury could interpret Autopilot or ProPilot as a pledge that a vehicle can, well, pilot itself, regardless of the fine print.

Engineers have specialized language for automation, a five-level system that explains what drivers are responsible for, and when. But this overly technical language has not caught on with the normies. Just ask Secretary Chao, the woman ostensibly in charge of regulating automated and autonomous vehicles. So what’s the alternative? Calo argues that semiautonomous features today are too different—BMW’s doesn’t operate like Nissan’s, which doesn’t operate like Tesla’s—to be standardized into names that could be used across all automakers’ brands. Ironing out language could come later.

Others don’t agree. “This study should be a call to action—the industry needs to solve these issues,” says Bryan Reimer, an MIT researcher who studies human driving behavior and worked on the research on brand names. He argues that automakers need to put aside concerns of brand differentiation—making their stuff look better than the next guy’s—in favor of labels that every consumer can understand.

“Automation is less an engineering problem than it is a behavioral problem of how you develop the engineering to support us,” says Reimer. Fully, totally self-driving cars—autonomous vehicles—are coming. But they don’t exist yet. In the meantime, humanity is going to have to figure out how to operate, and then describe, the robots that just want to help them out.


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