Articles by Bengt Halvorson

The Hyundai Genesis -- the latest of which will arrive in Australia after October this year -- has always aimed for its name to represent a new era for luxury.

How does the WRX STI fit into the performance-car market today?

We've just driven the 2015 Volkswagen Golf R - but there's a little asterisk attached to any claim of this being a full review: We really only drove it on ice - on a frozen lake up in northern Sweden.

'Video-game-like' is how we've heard the Nissan GT-R driving experience described on many occasions.

When news first broke about the surprise Audi nanuk quattro concept at this week’s Frankfurt Auto Show, some fingers may have been pointed for just a moment—at the close likeness of the nanuk to another concept car from earlier this year: the Giugiaro Parcour. The Parcour was one of the favourite concepts of this year’s Geneva show; and later we learned that the Parcour was essentially a high-riding Lamborghini Gallardo underneath. Now it all computes: Audi has claimed the Parcour and made this curvaceous, stocky supercar its own. And it might even build it. The project started before Geneva with Italdesign, said Dr. Ulrich Hackenberg, the new Audi AG board of management member in charge of technical development, in a roundtable interview session at the show. Then after the overwhelmingly positive reaction to the concept, Audi laid claim on the design. “And so the idea came about, let’s try to make such a concept under the eyes of Audi, so with Audi core competences and Audi core values,” explained Hackenberg. The nanuk is built on VW Group’s mid-engine platform - what’s used by the R8 sports car and Lamborghini Gallardo. Because of that, it’s easier to make a business case for such a car, because much is carried over - although the lifted suspension and special V-10 turbo-diesel engine (406kW and 999Nm in the concept) would require a separate development path than the R8. Those who could afford an R8 but might not consider one because of poor road conditions (such as those in developing countries) might be interested in a car like the nanuk, Hackenberg hinted. “Even in countries where the infrastructure is great, it’s just fun to have such a car,” Hackenberg added. “There are some customers in the USA as well who will look at it and say that’s something new, that’s crazy, I want to have it.” www.motorauthority.com  

Spend big bucks on a performance sedan, and it had better put a smile on your face, right? After driving the 2014 Jaguar XFR-S on mountain roads and on track, we can say that the fastest, most powerful Jaguar sedan — ever — never ceased to have us grinning.With an official 0-100km/h figure of 4.6 seconds and a top speed of 300km/h, the XFR-S pushes the performance envelope further upward from the XFR, but it isn't simply chasing German super-sedans. From the driver's seat, we found it more thrilling than some key rival models like BMW M5, Audi RS6, or Mercedes-Benz E63 AMG.Those each might have a slight edge on the XFR-S in straight-line performance, but the XFR-S is the wild child of the bunch, the one that keeps you close at heart. From the time you press the engine-start button and the big 5.0 litre supercharged V8 barks to life, it's clear that the attitude is a bit different behind the wheel of this one.DESIGNIt's probably best to start with what the XFR-S doesn't have. Thankfully there's no managing a slew of drive modes and steering heft levels and suspension rates. There's nothing complicated about the steering, either; it's merely a very good hydraulic system. And don't expect a dual-clutch gearbox or clutch packs in place of torque converters.What you do get is a raucous 405kW V8 that's not only full of character but fully fitting the character of the car, mated to a ZF eight-speed automatic transmission with Jaguar's new (F-Type-derived) Quickshift logic.Front and rear spring rates have been boosted 30 per cent over the XFR (which adds up to about 100 per cent over the base XF), and the XFR-S gets special front suspension knuckles that allow increased camber and castor stiffness (plus new wheel bearings), a new rear subframe, and a 'bespoke' staggered Pirelli P Zero tire setup—265/35R20 size in front and 295/30R20 in back. Special lightweight forged wheels and a high-performance braking system round out the improvements.In addition, there are a series of functional aerodynamic improvements, including carbon fibre front splitter and air intakes, plus a carbon fibre rear diffuser.And that big wing on the back? It plays a crucial part in reducing high-speed lift by 68 per cent. It makes a very meaningful contribution to stability at mid- and upper-triple-digit speeds; but because of the controversy over...um...the boy-racer stigma that tall, bold rear wings carry, it's optional on the XFR-S—and a hefty $3,500 extra. But if it's functional, you really must get it.The XFR-S also boasts special Varuna lightweight forged alloy wheels, and they can be finished in full gloss black or technical grey. In addition to the rear wing and central rear diffuser, there are five colours, including an especially eye-catching French Racing Blue. And inside, the XFR-S gets Warm Charcoal leather seat and door trim, in addition to carbon-effect leather on the seat bolsters and armrests. Contrast-colour micro-piping also accents the seats, and there's a Dark Aluminium dash fascia.ENGINE AND TRANSMISSIONOutput of this engine has been boosted to 405kW, with 680Nm of torque (versus the XFR's 375kW and 624Nm); and it's a difference you can feel. Through breathing improvements, Jaguar has boosted power delivery from the 3,000-rpm range on up. And on the torque side, it's essentially taken the torque plateau of the XFR's engine and allowed it to climb—together with the more aggressive throttle map, allowing that very sharp at-speed throttle response, and allowing increased rewards for revving the engine into its upper ranges.Revving this engine is something we couldn't resist. It's beautiful-sounding from the outside or the inside. Curiously, from the outside there's a strident, V10-like pulsation to the exhaust note that sounds sexy and different as it passes by at full wail; but inside, selectively ducted-in intake noise helps provide a deep, bellowy exhaust note that's unmistakably a V8. What you do hear from inside the cabin—especially if you tip into the throttle lightly and then back off—are a series of burbles and pops that seem so forceful at times you might think someone's kicking in the trunk.DRIVINGProvided you're not tapping into the engine's power too much, the cabin is remarkably quiet and luxury-car composed. Despite the much stiffer setup, very little harshness from the coarse road surfaces we had for much of our road drive route made it inside, and the XFR-S's active damping system (which has thirteen different inputs and can make adjustments 100 times per second) manages to filter out minor imperfections.Take the XFR-S through a series of corners, and the strength of this model's steering are exposed. It's a hydraulic system, and yes, it could be firmer during most normal driving (it feels disconcertingly light for a performance car at first), but just off centre, at speed, it's weighted nicely. Body control is far more in check than you might expect given the lack of fluster in the ride.On the XFR-S's rotary shifter, you simply have a choice between Drive and Sport (with some great steering-wheel paddle-shifters). Then there's a Dynamic mode that sharpens the powertrain response and firms up damper rates. It also affects the stability control behaviour, and the active electronic differential, which helps get power to the rear wheels in the most effective way possible out of corners.The XFR-S might not be an easy car to drive near its limits, but it's an easy car to drive fast—very fast. It's a natural understeerer at its limits, but there's no doubt that with more laps we would have been able to learn the ins and outs of finessing the tail out just right. But even in Dynamic mode, with the stability control in its less intrusive setting, you make modest corrections that leave it feeling remarkably neutral once you set it up on the inside line of a bend.VERDICTThe XFR-S is wicked fast and full of attitude, yet its luxury and comfort are seemingly uncompromised. And many will see it as a more charismatic choice than the top-performance sedans from Germany.www.motorauthority.comJaguar XFR-SPrice: $222,545Engine: 5-litre V8 supercharged petrol, 405kW/680NmTransmission: 8-spd auto; RWDPerformance: 0-100km/h; 4.6 seconds, top speed; 300km/h (limited) 

Some crossovers and SUVs have gone through seemingly radical transformations as of late, perhaps risking rugged reputations in favour of a little more on-road finesse and dynamic vigour. That's not so much the case with the all-new 2014 X5; BMW keeps the focus of the X5 remarkably close to that of its original 'Sports Activity Vehicle' mantra--except there's more technology and style, warmer cabin appointments, and a little more lean performance.While the second-generation model that was introduced for 2007, BMW introduced more power, better handling, and an array of in-cabin luxury and technology features that was more in sync with what you might find in the automaker's flagship sedan models. The all-new third-generation X5, which will reach US dealerships beginning in the fourth quarter of 2013, takes it a step further.Initially, there will be three models in the X5 lineup. The familiar 220 kW, 3.0-litre TwinPower Turbo in-line six-cylinder engine is the base engine, in the xDrive35i, while the X5 xDrive50i includes the 4.4-litre TwinPower Turbo V8, making 330 kW and 650 Nm of torque, as low as 2,000 rpm. Then a few months later, an xDrive35d model will join the lineup, powered by a 3.0-litre TwinPower Turbo in-line six-cylinder diesel engine, producing 190 kW and 560 Nm. Acceleration times are improved throughout, with V8 models capable of getting to 100 km/h in just 5 seconds and xDrive35i models making the dash in 6.2 seconds. And for the first time--perhaps eyeing the success that Infiniti has had with its FX--BMW is adding a rear-wheel-drive sDrive35i model.Curb weight is reduced by up to about 100 kg--enough of a difference that we expect to feel behind the wheel. There's also new electric power steering throughout the model line. All models include an eight-speed automatic transmission, and all but the base sDrive35i have xDrive all-wheel drive. Click into Eco Pro mode, and the X5 will recalibrate a host of systems for better fuel-efficiency, with Auto Start/Stop included.There's plenty of emphasis (and some important option boxes to check) on road performance. Go for the Dynamic Handling Package, and you'll get Active Roll Stabilization in addition to Dynamic Damper Control and a rear air suspension. Opt for the M Sport model and you can get an Adaptive M suspension that pairs Dynamic Damper Control and the air suspension with a stiffer, sport-tuned setup.One chassis advancement is Dynamic Performance Control (part of the Dynamic Handling Package), a system that manages xDrive and more finely controls the power split for the system, taking “handling dynamics and directional stability to new levels,” according to BMW.The new X5 has been nipped, tucked, and far more gracefully sculpted than the models before it—and you can see influences from the latest X3 along with BMW's latest sedans. The combination of tapered roofline and somewhat lowered beltline give the X5 a bit more of a sport-wagon look than before. Meanwhile, the front airdam design is complex, with several levels of detailing that come together in a way that's possibly overwrought (we'll wait 'til we see it in person).The front kidney grille is “thrust forward,” as BMW puts it, while it's supplemented with a smirk of a horizontal intake just below—and a larger intake down below. Headlights are set high up, and better-detailed than ever. Meanwhile, alongside BMW succumbs to the side-gill look, with a character line swooping upward to the LED taillights, which notch inward at a cleanly styled hatch.Those side gills, however, are functional—part of new drag-reducing Air Curtains that guide airflow around wheel arches. Meanwhile, the X5 is the first BMW to feature so-called Aero Blades—air-channeling elements that work together with the roof spoiler.Inside, the design will be instantly familiar to anyone who's been in other late-model BMWs. Only here the horizontal-shelf layout, with a cockpit-style instrument zone, is wrapped over (and just behind) by a separate layer that merges in with the rest of the dash at the door trim. Poplar wood trim is standard, and Dakota leather upholstery is standard on the xDrive50i and available on the other models. For the first time, two interior design packages (Ivory White and Mocha) bring lighter or warmer interior combinations than what's been previously offered by BMW.Luxury Line and xLine packages bring more personalization, with coordinated interior trims that are a step more attention-getting—with Satin Aluminum and high-gloss finishes in the xLine and a blacked-out grille chrome strips, and some sporty cues for the Luxury Line. The M Sport adds a body kit, Shadowline trim, high-gloss roof rails, sport seats, an anthracite headliner, and various other high-performance cues.The second-row seat in the X5 can now be split 40/20/40, for more flexibility, and they're adjustable for rake. If you get the optional third-row seats, there's separately a new Easy Entry function. Overall cargo capacity is up seven percent versus the previous model, BMW says, and there are new storage and door pockets that can hold larger bottles. The tailgate is still split in two sections, with the upper section including power operation. Get the power tailgate system, and it can be opened from the keyfob or the driver's seat.Active-safety features are heavily represented in the X5's hefty list of options. LED front foglamps are included across the model line; all X5 models now include Adaptive Xenon headlamps, while Adaptive LED headlamps are optional. New features include the Active Driving Assistant (Lane Departure Warning, and a pedestrian collision system with braking), plus ACC Stop & Go (full-range camera-radar cruise control), and a new Traffic Jam Assistant that maintains following distance and keeps the vehicle at the center of its lane by providing steering input. BMW Night Vision and a head-up display remain on offer, as well as a Parking Assistant, Surround View system, and Active Blind Spot Detection.Advanced Real Time Traffic Information is also available as part of a BMW Assist Convenience Plan, and BMW Apps (now with various audio-app options) are now standard. And buyers have a choice of two premium-audio systems—Harman Kardon or Bang & Olufsen. A BMW Navigation system is standard in all U.S. X5 models, and it has a new freestanding 10.2-inch screen and touch pad.http://www.thecarconnection.com 

And yes, that means not just the upcoming 918 Spyder and the 2014 Porsche Panamera S E-Hybrid, but also upcoming versions of the Cayenne, and even the 'sacred' mid or rear-engine sports cars — the 911, Boxster, and Cayman.The Panamera S E-Hybrid, which Porsche says is the first luxury plug-in hybrid (other than the Fisker Karma) was first shown at the 2013 Shanghai Auto Show and will go on sale toward the end of this year, with a sticker price of US$99,975 (AU$100,275).That system can run the vehicle on electric power alone for 35km, yet it has a combined output of 310kW and 589Nm of torque and can reach 96km/h in 5.5 seconds and a top speed of 269km/h.Cayenne next... and 918 Spyder.On the way next is a version of the Cayenne, which will continue to also use the supercharged V6, and the 918 Spyder, which as we reported earlier this week will make a phenomenal 653kW and can get to 100km/h in just 2.8 seconds (or a top speed of more than 340km/h).In that next-generation technology, you can expect a battery pack that's more energy dense (meaning it might have fewer package sacrifices, or more capability for electric-only operation), while the brand is also developing an inductive charging system that may be used by the time it hits the market.Next-generation plug-in hybrids, Autocar notes, will include map data, to help the systems anticipate when to use engine stop-start, when to coast, and when to use more electric assist—all for even better range and fuel-efficiency.Could it be repurposed for Bentley? According to Edmunds, the hybrid powertrain for the next-generation Porsche hybrid module would be built on the Volkswagen Group's MSB platform architecture, which will debut in the 2016 Panamera. And since Bentley will be using this same platform, its cars are fair game, too—if, that is, the system can be configured to fit the British ultra-luxury marque's strong-and-smooth driving personality.The early reports come via members of the press who were invited to a Panamera Hybrid Technology workshop.Porsche isn't the only automaker to be angling toward a far greater performance hybrid lineup in a few years. Mercedes-Benz performance division AMG also has long-term plans to offer hybrid performance models, whereas Porsche's VW Group cousin, Audi, may have some hybrid models yet plans to emphasise the performance potential of diesel technology in future sports cars.www.motorauthority.com

We're hustling along in the all-new Mk7 Volkswagen GTI, on a tightly curved back road in mountainous Southern France. Just as traffic opens up and I can see a fair distance ahead, I raise our speed into the next bend.But it turns out to be a flat, decreasing-radius corner. I pull my line tighter than intended; and instead of understeering - or exploring the limits of stability control - we slingshot through the corner, with a sense that, for a moment, we'd warped the rules of how front-wheel drive cars behave near the limit.What happened in that moment is that, right when it mattered, with my right foot dabbing into the accelerator, the front wheels seemed to simply find more traction and pull right through that tighter line - rotating us through without the rear wheels stepping out, with no torque steer, no wheel spin, no dramatic weight transfer.TECHNOLOGYBut back to reality; this automotive parkour I speak of is surely not due to my driving prowess, but to some smart new chassis engineering in the new GTI. With the Performance Pack, which we're convinced is the only way to get this GTI - this hot hatch packs a dynamically heroic one-two technology punch.First, Volkswagen has applied a electronically operated, hydraulically actuated, mechanically clutched front differential that can essentially lock to transfer up to 100 percent of torque to one of the front wheels - or more often expertly vary the mix to send increasingly more to the outer front wheel as you’re cooking it into the apex of a corner.Secondly, VW will fit all new GTIs with a variable-ratio electric power steering system that is darn near flawless, imparting good feedback, helping tuck those lines in tight hairpins, and allowing a system that can go lock to lock in barely over two turns of the thick, flat-bottom steering wheel.And altogether, the knockout punch here is how fluid and unflustered the 2015 GTI feels through this 'trick.' Most notably, somewhere between the differential system, the steering, and the front-end geometry, VW seems to have completely quelled torque steer.That would otherwise be a concern, because there's a lot of torque. Standard versions of the GTI are up to 162 kilowatts and 350 Newton metres of torque, while with the Performance Pack it makes 169 kilowatts and the same torque output - although different engine controls make boost more available when you need it, in transitions, and there's an even broader range for peak torque.What it means, essentially, is that while the throttle is even and easy to modulate from a stop, if you press further you'll reach a point when a groundswell of torque pins you back in your seat - and helps pull you quickly out of each corner, even if you're a gear or two too high.VW's DSG dual-clutch automatic keeps getting better, too; here it clips through the gears with as much urgency as ever, but it's better than it used to be for drivability in the lower gears. Steering-wheel paddle-shifters give good control, too; we just wish that VW wouldn't force downshifts, even before you click the accelerator detent.The manual gearbox in the GTI is an excellent choice as well. With one of the easiest-to-modulate clutch pedals among performance cars in any price range, you won't mind stop-and-go traffic. The linkage is a little imprecise, but the shifter glides nicely between gears once you're used to it.As for braking, in any versions of the new GTI, the pedal is a little on the touchy side for driving in traffic. But these stoppers feel super-confident in higher-speed slowdowns, and with the Performance Pack you step up to bigger 340mm rotors in front - commensurate with that model's 250km/h top speed. It also drops 0-100km/h times by a tenth of a second, to 6.4 sec.The engine itself is technically carried over - with the same EA888 engine code, 2.0-litre displacement, turbocharging, and direct-injection technology - but much has changed. The cast-iron block has been slimmed, and the cylinder head is entirely new, with water-cooled exhaust-gas recirculation (EGR) loop especially of note. That helps improve fuel consumption in conjunction with the variable valve timing system and dual camshaft system.The GTI is also around 23kg lighter than the outgoing model (we'll see exactly how much when the U.S. car is spec'ed out) - in moving to the new MQB VW/Audi front-wheel-drive platform - and the weight loss combined with the added kick of the engine make this GTI feel faster than the previous Mk6 car, even if all-out acceleration times are around the same.You might also notice we're talking a lot about the Performance Pack. While pricing, and exactly what's included, are still on the table, we know it'll wrap together the active-diff system, brake upgrade, and a few other items - although it might or might not include the summer-performance tires our test cars were fitted with. Variable damping is also a wild card, and could affect general refinement when it lands on these shores. In any case, we think this package, which will likely cost less than $2,000 AUD, will be the way to go. Without the Performance Pack, the 2015 GTI gets by with an all-electronic e-diff system, essentially leaving torque-transfer duty to the brakes. It's likely you'll want to check that box if you have track driving in mind.DRIVINGAs it is, though, the GTI is hands down the grownup of the hot-hatch group. For its dynamic prowess, quick steering, and immense torque on tap, the GTI is the small performance car we'd pick for a long daily commute, or a cross-country drive. Ride quality is great; the interior is definitely the quietest of this class; and the standard seats are not only well-bolstered but generously sized and genuinely comfortable for a wide range of driver types.There's no seat option like the Recaros in the Focus ST, but we're fine with that. The interior is hands-down the best of any small hatchback anywhere close to this price, with nicely coordinated materials, matched surfaces, and consistent button faces and lighting.All the details are right, in a way that few other sub-$30k performance cars get. We also appreciated the wide footwells, good-size dead-pedal area, and pedals that don't require narrow Pilotis to enjoy. The driving position is a bit low (the consequence of dropping the overall height yet preserving headroom) yet upright, and you look out over a bulbous hood that now disappears to vague vehicle corners.C-pillars are thick and can cut visibility when changing lanes but, well, that's a Golf-family trait we've known for ages. Tartan pattern upholstery is another carryover. And other upgrades include red ambience lighting, a stainless steel doorsill, plus brushed stainless steel pedals.In back, there's just a bit more space than you might remember if you've been in other Golfs or GTIs; a fold-down centre armrest (with cupholders and a ski pass-through) and decent headroom make it doable for two adults, provided they're not behind lanky ones in front. And of course the seats flip forward. Up front, an under-seat tray, for odds and ends (we’d put soft things like gloves and a hat down there) is a cool touch.STYLINGAs for the exterior? The look is still understated (just think if VW could have combined this chassis with the Scirocco's look). We’ll let you be the judge, but the new GTI (and Golf) are evolutionary - a little more chiselled in front, with hoods a little lower in front but curved outward, yet a familiar profile altogether.The GTI's fanned-spoke 'Austin' wheels and red calipers are the two most daring attributes, and GTI continuity is achieved with that little red line that runs through the grille and headlight area. One big advantage over other performance-hatch models is that with the GTI you have a choice between two- or four-door body styles.FOCUS ST RIVALWith the arrival of the Ford Focus ST this past year, there's fresh competition among hatches. It's a lot of fun; just with its predictable slingshot cornering, it's dynamically a different beast than the Focus ST, which seems to invite you to provoke it in corners, just to get the rotation that its setup allows.We dare say that the setup in the 2015 Volkswagen GTI will be more rewarding to those who drive with finesse - and we look forward to testing it out on any road course, where we think that the Performance Pack model might turn out better times, despite the lower power rating than the ST.VERDICTIt's refreshing to see Volkswagen give the GTI a little more attitude than the outgoing Mk6 version. Even if it looks conservative, the new car is deft, athletic, and it really does make you feel like the hero. Step right into almost anything else and that parkour you just performed will seem unfathomable.www.motorauthority.com 

Mercedes-AMG has made its name on sharp-edged performance. And, until recently, that's involved cramming large-displacement engines under the hood. Now, surprisingly — representing a significant turnaround from some years ago — even AMG sees hybrid powertrains in its future. While BMW and Audi have been refocusing their performance efforts toward diesel engines, AMG chairman Ola Källenius told Edmunds that diesels don't deliver the aggressive characteristics of a gasoline engine. According to Källenius, AMG will produce a hybrid model “when the market is ready for it.” V12 engines can be offered for at least another five or six years, he says, but looking ahead we'll see a clear trend toward turbocharging and downsizing. Luckily, the executive points out, some of the development for F1 and production sports-car technology — especially concerning weight and materials — is converging. The new 2014 CLA45 AMG is already leading the performance division down a fresh path. With its 2.0-litre turbocharged four-cylinder engine, making 265 kW, pushes the kilowatts-per-litre limits of petrol engines, at present. Supplementing smaller turbocharged engines with electric motor systems could, if properly tuned, provide a compelling powertrain for future performance models. AMG has a rich history of thoroughly re-engineering or reworking engines, transmissions, and every core component for a sharper, more satisfying driving experience, and by the time such models arrive, we fully expect the same here. www.motorauthority.com