Articles by Bengt Halvorson

With the A4 now considerably larger than it used to be, there's space for a new compact sedan in Audi's lineup. And that's the all-new, upcoming 2015 Audi A3 sedan. And here it is: Ahead of its truly official world debut at the Shanghai Auto Show on April 19, Audi has just released the first official pictures of the A3 Sedan. The new A3 Sedan is compact, but not all that small. At nearly 4.5m long, with a 2.63m wheelbase, it's about the size of the original, first-generation A4 of the mid-to-late 1990s. Engine variants are likely to include 1.8-litre and 2.0-litre versions of the TFSI gasoline turbocharged direct-injected four-cylinders, along with the 2.0-litre TDI (turbo-diesel), and a higher-output version of the 2.0-litre, in a performance-oriented S3. We'll have plenty more on the 2015 Audi A3, and its feature set, which looks to be one of the best of any compact premium car (including Audi connect, a revised MMI interface, and 14-speaker Bang & Olufsen sound). But in the meantime, study these first images of the A3 and S3 sedan and let us know what you think: Is the 2015 Audi A3 bound for success? www.motorauthority.com  

The concept: Take a Lamborghini Gallardo, and add some SUV toughness, so that the Parcour can, true to its name, go anywhere --at least anywhere there's a road. Of course, since Italdesign Giugiaro is behind this new concept, shown here at the 2013 Geneva motor show, they've also made it beautiful, distinctive, and not at all derivative of the Gallardo in design. The Parcour keeps the Gallardo's mid-engine layout, along with its 404 kW, 5.2-litre V-10 engine, plus all-wheel drive. Two body versions are being shown -- both a coupe, and a Parcour Roadster, which is simply an open-top version of the coupe, but with a true continuation between the passenger compartment and the engine bay. Scissor doors and brawny detailing give these models The concept car also has a trick suspension system that borrows the Aventador's design but substitutes the push rod for a pair of coilovers (two at each wheel). A base set of four coilovers lets it be a low-riding GT, while a hydraulic system can bring up the ride height and unlock a rocker to access the second 'stage' of the suspension, essentially, with added inches of clearance and more fortitude for rough roads. Ride height ranges from 210 mm -- as much as some of the more capable crossovers -- all the way up to a 330 mm mode that would put KITT's off-road mode to shame. Although a Parcour in production might set aside some high-speed performance or at-the-limit handling in favor of that go-anywhere ability, to us it seems like a worthwhile sacrifice. As anyone who's had to drive a Gallardo around town will attest, a supercar's low ground clearance -- especially in front -- can make simple tasks like traversing a driveway ramp or parking building impossible (or abrasive). We have no reason to believe that this model is production-bound, but it's good food for thought. Thanks to all the added clearance, and a 0-100 km/h time that's been preserved at 3.6 seconds, such a model could prove popular for those in developing countries or those with poorly developed road networks. Or simply those in Los Angeles. www.motorauthority.com    

To understand a car — especially one that’s far from our own fiscal reality — it helps to peer into the buyers’ mindset for a stint, and to go where they might go.And when the place happens to be the French Riviera, and the car is the 2013 Mercedes-Benz SL63 AMG, we’re willing to subscribe to such hardship and masquerade.For everyday driving, or cruising along the beach strip, the SL63 AMG won’t force you or your passenger to sacrifice any comfort; top-down motoring just doesn’t get more luxurious than this, and the standard Comfort settings that this car’s many active controls default to a nice, gentle calibration for the throttle and transmission that’s more in line with traditional Mercedes-Benz powertrains.Factor in the excellent Airscarf system and heated-and-ventilated seats — plus top-notch wind buffeting — and this is a car that we could especially enjoy with the combination of bright sun and somewhat chilly spring air.DrivingCompared to the SL models of more than a decade ago, the current SL feels more sports-car-like, with its brawny 395kW/800Nm, twin-turbo AMG-built V-8 and reworked seven-speed automatic transmission — with AMG replacing the torque converter with a wet clutch pack and capable of smacking from one gear to another in as little as a tenth of a second.But in a nod to the types of people who will gravitate to the SL, the SL63 AMG defaults to Comfort (C) modes. On the powertrain side (the dial), that smoothes the engine controls, makes the throttle response nice and seemingly linear, and gives upshifts a creamy smoothness. Click that powertrain controller on the center console one notch over to the Sport (S) mode, and it feels much more eager, with quicker, sharper (DSG-like) shifts and a more progressive throttle.Sport plus (S+) makes it sharper yet — like a racing box — and taps into the full potential of the transmission, including a different regimen for the stability control. Many AMG customers like to run their vehicles in the more aggressive Sport powertrain mode, but with a Comfort chassis setting. We also ran much of our test route this way, as Sport mode brought out more surface irregularities, while offering fairly satisfying dynamics on sweeping country roads — except perhaps for the steering.Even in Sport, the steering tended to be on the light side. It trades off the heft and long ratio of former M-B units for a rather quick (constant) ratio, but there isn't much feedback. On the other hand, on some of the narrowest roads in Europe we appreciated the precision the steering allowed in lane placement.Only when we got to some tight switchbacks did we truly recognise the need for Sport mode. M-B's Active Body Control (ABC) system, which is optional in the SL550, is included here in the SL63 AMG. Most of the time, it expertly soaks up uneven road surfaces and saves occupants from the pitchiness, also keeping the cabin flat in gentle to moderate driving on curvy country roads and making the SL in general feel lighter and more tossable than it is.But push those limits a bit on some of the tightest corners and ABC sometimes adjusts the attitude of the car too overtly. Mid-corner; for instance on very low-speed hairpins in Comfort mode, we noticed that just before apex ABC would suddenly increase the roll moment at the rear (pushing the car closer to understeer) — with the effect from the steering wheel feeling as if the ratio suddenly tightened. It’s a bit disconcerting, and we rapidly learned to switch to Sport (or Sport+) — where this effect isn’t as pronounced — when the roads turn very curvy.Rear axle geometry has been tweaked to accommodate the AMG models’ sharper, higher torque delivery.  With the systems set in Sport mode and using the paddle-shifters, it's great fun to dab into the power for as long as you dare, listening to the thunderous, howling-and-pulsating engine note — which seems to bark a little bit extra at each shift — before you need to brake down to sanity once again.The SL63 AMG will feel lighter than any previous-generation SL owner might expect; it includes an all-new aluminium body that saves about 275 pounds altogether next to the previous version; the design also includes an aluminium frame as well as aluminium body panels.Included in all SL AMG models is a Race Start feature that allows the most quick, aggressive launch possible, with some wheel slip. There's a pretty involved routine you'll have to go through to tap into the system, and for good reason. Also on offer in the SL63 is an AMG Performance Media system that includes a screen with extra gauges, lap timer and other performance info.And if you're of that mindset, you'll want to go for the Performance Package, which increases peak turbo boost from 14.2psi to 18.5 psi — boosting power to 410kW and torque to 900Nm, although the torque peak is a slightly higher 2250 rpm (versus 2000 rpm). Top speed for the SL63 is 250km/h, but the Performance Package gives a boost to 300km/h. In both cases it's electronically limited.A Torque Vectoring Brake system comes with the SL63 and functions essentially as an electronic limited-slip differential, but the Performance Package — identified from afar by its bright red brake calipers — includes a real one.Acceleration is scorching — even compared to the SL550. While the SL 550 gets to 100km/h in just 4.5 seconds (from 5.4 seconds in the previous generation), the SL63 AMG can do it in just 3.9 seconds with the Performance Package — and those are AMG's somewhat conservative numbers.InteriorCruising and making the scene is the majority of AMG SL ownership to some. And inside, the current SL sheds some of the tackier details of the previous SL for a mix of classy curvaceousness. While the trims and upholsteries are up to the standards of any of other high-end Mercedes-Benz and AMG models, the round vents and hooded instrument cluster echo the SL models of the 1970s and ‘80s. And the analog IWC clock top and center on the dash remains one of the most distinctive in any vehicle.EquipmentYou'd be hard-pressed to find a typical luxury feature that isn't standard here — Harman/kardon surround sound, HD satnav with live traffic updates, heated windshield, power folding side mirrors.Mercedes-Benz’s Attention Assist, which studies steering inputs and detects driver fatigue, is also included. As is Pre-Safe, a pop-up roll-bar system, and bi-xenon headlamps — in addition to eight airbags. Other active-safety options include adaptive cruise control, Active Blind Spot Assist, and Active Lane Keeping Assist. Active curve illumination is also included, allowing the headlights to swivel 15 degrees to either side, helping to see around tight, dark corners.The SL63 comes with Eco Stop/Start, which smartly shuts off the engine at stoplights and restarts it the moment you lift off the brake. We found it to be one of the least obtrusive stop/start systems yet, with very little shudder noticeable from the cabin, although setting the powertrain controls to S or S+ disables the feature.From the inside, the SL63 AMG really does have all the comfort of the S Class, with long, nicely contoured seats with extendable thigh bolsters plus massage and ventilation functions, and in Coupe mode, with the tight-fitting insulated hardtop top up and in place, it's hard to believe that this is a convertible. Just as with the other new SL models, there’s a fully retracting, electrically operated hardtop that can be opened or closed in about 20 seconds, and a power-operated windscreen that greatly reduces turbulence at city-cruising speeds.We didn’t have to drive long at all before one of the SL63 AMG’s almost-direct rivals — a late-model 997-era Porsche 911 Turbo — came barreling along, beside us for a short time on a wider section of road. With the top down, we arguably had the better-sounding engine from outside the car — and far superior comfort — while being nearly as quick. But between these two models, it served as a reminder that while the 911 remains closer to a pure sports-car (or supercar) formula, the SL63 is a high-powered grand-touring ultra-luxury roadster — with more of a priority placed on comfort and cabin appointments.VerdictWhile these two vehicles both vie for the rich and influential who summer on the Riviera — along with the likes of the Jaguar XKR, Maserati GranTurismo, and base Aston Martin DB9 — they appeal in very different ways. In its proper context, the SL63 AMG makes about as much sense as a rather large $418,670 luxury two-seat roadster can.And that's what might best sum up the appeal: it won't always turn the heads of testosterone-fueled motorheads, but it's a high-priced luxury good in all the right ways that those who can afford it want: versatile and comfortable enough for daily driving (it does speed bumps; it parks easily), yet providing a more exclusive experience that discerning drivers — and those who want to go faster — appreciate.MotorAuthority

When the New Beetle arrived, back in 1998, it elicited waves of nostalgia from Baby Boomers who had owned the old air-cooled Beetles, and loved what they had come to symbolise.At the time of the New Beetle's launch, it was exactly what they wanted—a vehicle that carried forward the iconic image but rolled on a modern front-wheel drive layout and packed plenty of comforts and conveniences.Unfortunately, that kind of intense, universal nostalgia only lasted a couple of years. After that—no matter what, it seemed—the New Beetle was a chick car. And the flower vase and soft contouring inside probably didn't help.Now for 2012, the Beetle is back, completely redesigned, and while it's still very much a niche car, it's one that a typical Australian male won't be embarrassed to drive. In fact, it's one that's quite enjoyable to drive.DESIGNYou might chuckle, but it takes only a passing glance to see that designers have tamped down the Beetle's feel-good, cute-and-cuddly side, instead focusing back to the original air-cooled Beetles and then bringing out the brawnier side of the Bug.It's roughly the same size, but all the lines are redrawn and the proportions are completely different. At first look, the new car looks a lot lower than the previous version.But the roofline is only a half-inch lower; it's the product of six inches of additional length and about three and a half inches more width.In short, this is not a tweaked version of the previous New Beetle. Volkswagen has gone back to the original air-cooled Beetle and penned a new New Beetle—only this time they're only calling it the Beetle.And it really does look a bit more like a sports car than before; we see just a little bit of Porsche 356 Speedster from some angles, and it definitely bears some likeness to the Audi TT Coupe.Throughout the exterior, we appreciate Volkswagen's use of glossy black as an accent in the Beetle Turbo—in the bold five-spoke wheels, the side mirrors, as well as in the roof, back window, and rear spoiler.And while the faux-running boards serve to rob the Beetle of some interior space, it's nice to see them also blacked out, and used as more of a unifying design cue.INTERIORInside, the same glossy black contrast is echoed in the upper door trim as well as in the steering wheel, but the execution isn't nearly as solid.The glossy carbon-fiber facing across the dash looked okay visually from some angles, but it felt unsatisfying in combination with the hard plastics of the rest of the dash.Additionally, the Beetle gets a sort of simplified, dumbed-down screen interface compared to what's offered in the GTI, and we noticed that the matte-plastic materials around the climate, nav, and audio controls seemed prone to showing greasy fingerprints.Thankfully though, in going to that upright layout, VW has gotten rid of the silly, vast expanse of plastic (the top of the dash) that would lay between the driver and the windshield in former New Beetle models.ENGINE AND TRANSMISSIONVolkswagen has rolled out what's probably the Beetle's manliest personality from the start—that's the Beetle Turbo model, with the 147kW/280Nm, 2.0-liter turbocharged four-cylinder.That engine continues to churn out the torque at low rpms (except from standstill, where there's a measured pause to gather steam) and rev pretty responsively and smoothly up the rev range—with only a hint of lag.Volkswagen's usually excellent six-speed dual-clutch (DSG), automated manual gearbox responded decisively to full-throttle acceleration, but it felt less fleet-footed in transitions, and uncertain when we suddenly went halfway into the throttle.The shifter's Sport mode seemed to introduce different shift points but didn't remedy the indecision. In the end, we couldn't tell if the difference was due to the Beetle's seemingly tall gear ratios or because VW might have dialed the unit's software-driven controls more to the conservative side.DRIVINGThe Beetle handles like what it is—a heavy but sporty and well-tuned front-wheel-drive coupe. Crisp, quick-ratio steering provides a confident, responsive feel—especially through the thick, flat-bottom steering wheel—with a firm but absorbent enough ride to match.The only surprise comes when you really push the Beetle hard into a corner and its springs prove a little softer than you might have expected; but on the bright side, the Beetle has the GTI's more sophisticated multi-link rear setup.Even though the GTI's tune still feels somewhat sharper, the Beetle does well putting on a front in this respect. It's not all that fuel-efficient, though.Official fuel figures are equal to 7.7L/100km in combined driving, and we saw about 10.2L/100km over 225 kilometres of driving in mixed conditions ranging from short-trip stop-and-go to a couple of highway blasts to the suburbs and back.In all fairness, none of it included much steady-speed cruising. Efficiency-minded shoppers should hold out for the TDI Beetle and its more frugal diesel economy.The back seat is still very much a 2+2. At 6'-6”, I started to wedge myself back there and then aborted, realizing it simply wasn't going to happen. In front though, there's much to love about the Beetle.Its driving position feels a little more upright this time around, with a good view outward in most directions—although rearward visibility is still a little challenging at times.Seats are sized to fit the 99 percent, and they include mild bolstering that should keep skinny drivers in place but not get in the way for wider proportions. Cargo space is truly a weakness of the Beetle design. The body narrows at the back, and combined with wheel-well space it really pinches the space, width-wise.What's more, the enclosure for the available Fender premium sound system cuts further into the space so that you end up with a trunk that might not fit some large suitcases, in any direction.One touch that you're probably going to like is the Beetle Turbo's exhaust note; we can tell that VW has put some effort into giving it more of a pulsating sound like that of the old air-cooled cars. That, plus the additional upper glovebox, were enough to tease out some nostalgia for a former Super Beetle owner.Our test car also had a couple of persistent rattles—one having to do with the passenger-side door panel, the other possibly around the sound-system enclosure, which didn't seem to be fitting very well or tightly in that vehicle.As for the sound of the new Fender system itself, it's clear, punchy, and well-rounded—neither the muddy, bass-heavy system that VW had gone to with its Monsoon systems years ago nor the overly crisp systems of recent years.PRICINGThe 2012 Beetle starts at just $18,995 in the US — that's with the base five-cylinder engine, and we haven't yet driven this likely less-charming variant — but the test Beetle Turbo carried a bottom-line price of US$29,685.And it did include navigation, a large panoramic sunroof, full leather, heated front seats, alloy pedals, Bluetooth, and the Fender sound system.However, landed in Australia after extra import taxes and duties, the Volkswagen Beetle is expected to hit showroom floors with prices starting at $25,000 and heading up to about $42,000 for the top-spec version.VERDICTIs still that a bargain or not? What it really amounts to is how you see the Beetle. If its styling and features, and its different, more daring look is what you want—but it doesn't matter that you don't have a full-fledged sports car, or even a car with serious performance chops—then the Beetle might be right for you.On the other hand, we see a lot of really well done interiors on inexpensive cars, and $30k seems high for the quality of the Beetle Turbo's interior trims.The gist of it is that, with this car's better alignment with the GTI, the Beetle now feels more like the previous Audi TT from behind the wheel—a confident driving machine with a lot of design flare and attitude—than as an oddly laid-out vehicle that's living off the past.There's nothing embarrassing here, and the Beetle is straightforward and sporty; if a modern take on a classic design is your thing, there's no reason not to drive it and enjoy it.