Sort of what we have instead of God

Peas in a Podcast!

Read our heartfelt examination of My Bloody Valentine. Then listen to this week's episode of FreeDarko Presents the Disciples of Clyde NBA Podcast, complete with what was supposed to be "a very sexy playoffs preview." By the ladies, for everyone!



(Other methods: iTunes and the XML feed.)

It's After the End of the World

Periodically, and without any fair warning, FreeDarko turns into a music blog. Like when the Recluse and myself joined hands in celebration of ancestral favorites Polvo. Or today, roughly 24 hours after I became the last person to stand before My Bloody Valentine's reunion tour. What follows is an exchange between myself and Zac Crain, senior editor at D Magazine and author of the forthcoming Dimebag Darrell bio, Black Tooth Grin

Bethlehem Shoals: You know how everyone talks about the new Terminator movie, or The Dark Knight, as a franchise "reboot?" That's what this show was like for me. And others, I think. One friend just said to me "I feel like the band is entirely different to me now." It's true—I tried to listen to Loveless afterward to figure out the setlist, and there was zero familiarity with the music on my part. And this is a record I've listened to thousands of times. I also believe, or want to believe, that the MBVocaust was especially deadly. The sound crew were going nuts, especially some bald guy who appeared to be in charge. They were all taping it, and these dudes had been on the road with them through the whole tour (last date was tonight). I won't go into any great detail over what parts of my body were affected and how, or how satisfying it was to watch "fans" around us who wouldn't shut up before leave after five minutes. Like motherfuckers, what did you think you were getting into? Don't you know shit about their live show?

Zac Crain: Someone offered me what he termed "the best mushrooms ever" pre-show, and I wisely declined. Because I think it might have ended up looking like the opening of the ark scene from Raiders. And I can't imagine playing that shit while intoxicated in any way. I also like the fact that, of a few thousand, maybe a handful of people had seen them before, and maybe one of those people saw them back in the day. So it was totally different than seeing, say, the Pixies, where everyone had a memory to stack it up against, or you really felt you were getting less than you might have back in the day. Totally fresh. I think reboot more or less nails it, because it was new. You weren't seeing the old band, or the the band on the record, but you weren't getting a rehash necessarily either.

BS: A friend of mine feels that Loveless once and for all destroyed the possibility of album-live performance correlation. I'd take it even further—that album's vastly human, but who ever thinks it was made by people with bodies? Even the erotics of them are soft-focus: sleeping, dreaming, bathing in sound without any punk-like penetration. Or emotions that go past the womb or certain altered states. It's like ghosts' wet dreams. Live, though, they're the polar opposite: Rock performance at its most raw and elemental. The ballad-ic songs barely existed in that context (at all, or when they were played). Then the onslaught at the end, which was like stripping their live ethos down to the bare essence. And look what you get. So basically, they're the end of rock on two different extremes of the spectrum.



ZC: I listened to Loveless the next day, and it's sort of like a tape loop of the echo of the show in my head as I was driving home, but not as pejorative as that probably sounds. But, yeah, it's not the same. It's like the difference between a jet stream and an actual jet. The MBVocaust, to me, is sort of the combine harvester of rock shows, separating the people who were there for the music and the people who were there just to be there. I was about maybe 30 feet back. People were streaming past me to leave, but just as many were streaming past me to get closer. I enjoyed that. I can't, even in my mind, completely recreate what it felt/sounded like, but I did notice when I was leaving that I felt it physically way more than anything I can remember.

BS: To me, it wasn't a question of there for the music vs. there for the event, but more "there to hear Loveless really fucking loud" vs. "people who have really spent time with this music."

ZC: Weird thing for me is I grew up in intensely small town Texas. So I had no idea about them until they were well and truly dead, or it seemed so. And then there was so much catching up to do with other stuff, I really didn't listen to MBV until really really late. And then that's all I listened to, for a time. So this wasn't really ancient to me. It was more like a band that hadn't toured in like, maybe, six or seven years. (I kind of did everything backwards or mixed up or something: hip-hop was my high school punk rock, then punk rock was my punk rock, then Britpop, then nothing but Stax/Volt, and somewhere in that game of Twister I spun "left hand, MBV.") So last Wednesday I expected to be monumental, then I was worried it wouldn't be, then it was way more than I thought it would be originally.

BS: One thing I thought halfway through is "wait, what exactly makes for an MBV 'fan'?" There's so little music. Like three CD-R's of rarities. And I don't think your experience with them (which sounds a lot like mine) is uncommon, or somehow lesser than . . . that one guy who saw them in 1991? If anything, there's a way in which you can listen to them as a totally dated band; getting into them later, when they've taken on legendary status, and realizing how easy/essential it is to do so, emphasizes just how colossal they are. Like, who says "you weren't listening to Coltrane in 1965!" God doesn't belong to anyone in particular, does he? Or some people more than others?

ZC: That's a good point. There's really not as much to grab onto, musically, as with other bands that have that stature, though I guess someone like the Stone Roses would have a similar situation should they ever get back together. It's funny looking back -- because that's mostly what I have to do with the bands I really like -- and they 1) weren't together as long as you think and 2) didn't record as much either. The deal with MBV is that part of what they did has been so bastardized -- by bands, and by critics describing those bands -- that until they started playing again, it was less a band than an idea, but an idea no one really remembered anymore, or remembered really imprecisely. Sort of like a scene from a movie you talk about with your friends all the time but never actually watch, and so, the dialogue gets botched, and then screwed up even more, and on and on. When you actually watch the movie, the scene is as great as you remembered, but not anything at all how you remembered it, if that makes any sense.



BS: I would almost say that the "I saw them in 1991" dudes become part of that hazy past. So someone says that to your face and they automatically start to dissipate a little. They become part of the legend: "those fans that heard the sound." Weird that the sheer physicality of their past live shows had become as elusive, as much of an idea, as "Loveless" was the day it was released. As opposed to, say, the time I went to Sonic Youth in 1996 and some middle-aged black dude with a Confusion is Sex tee tucked into acid-washed jeans just kept glaring at everyone.

ZC: Elusive is a good word because I can't remember the last time I went to a show where so many people didn't know exactly what to expect. At best you have someone who went to a show in another city, but they don't give you much. The sense beforehand was more than nervousness, less than fear. "Can I handle this?" was part of it, but more than that it was "How do I want to handle this? What are they/am I capable of?" Can't think of anyone else that can do that. There are bands that are sort of wildly different from record to stage and back, but even those bands, like I suppose people would consider Radiohead to be one, are wildly different in kind of predictable ways. I think MBV is permanently other. It's whatever you want it to be, but it is also none of those things exactly, and probably never will be.

BS: This goes back, as do all things in life, to the MBVocaust. If some noise band had just come out swinging with that, I would've left. But to have that as the culmination of a set that contained so many emotions, and contrasts, and history, made it well-earned. Wait, that's such a dispassionate way of looking at it. It was both laying all that to waste and boiling it down to its essence. Like the world ending so it could start over again. I really have no idea how something so stupid and obvious could be so profound. Actually, I do: If a band of unparalleled artistic excellence did it after a great set that came after almost twenty years of build-up. Catharsis shouldn't be complicated, just the circumstances surrounding it.



As a bonus, here's David Wingo's "Macrophenomenal Anthem," which only really began to take shape when MBV-mania swept New York last fall.

I'm from Barcelona

And now, a look overseas, courtesy of Bricko. For some NBA, try my post on the Bulls and Celtics finding themselves.

There's a band composed of 29 musicians whose lead singer looks like a young Kurt Rambis minus the googles. They're « I'm from Barcelona » though they're actually from a small town in Sweden. Joan Mirò was from Barcelona, Scarlett Johansson kissed Penelope Cruz in Barcelona. Even Ricky Rubio is from Barcelona. His hometown stands 10 miles away from Plaça de Catalunya. By the time you read this, maybe more people will claim they're from Barcelona as the city continues to be synonymous with excellence. “I’m from Barcelona” as a post-modern “Ich bin ein Berliner” for sports. Today Barcelona's main artists do not paint cubic faces or melted watches, they play on a football pitch or a basketball court. For the first time in European sports history, one team could get a European crown in both football and basketball over the same season. Tomorrow night the football section will host Chelsea FC in the first leg of the UEFA Champions League semi finals. The basketball section? They will head to Berlin to play CSKA Moscow in the Euroleague Final Four on Friday.

We may have the same old VHS starring Marv Albert and Frank Layden. I remember them joking about how the Dream Teamers enjoyed the local specialities during the 1992 Olympics while showing footage of players entering a McDonald’s restaurant. Well maybe that’s the thing: Larry Bird peeing his large Sprite at the local McDo’s thus fertilizing the soil of Barcelona. Being responsible for an array of talent in the area 17 years later. But that of course would be an offense to people who know history and would come up with names like Johan Cruyff, Juan Antonio San Epifanio and Diego Maradona. Barcelona’s basketball team is no Dream Team. It took them all 5 games to overcome Spanish rivals Tau Vitoria in the Quarter Finals. They do not have this sense of perfection the football section has. Twice these last few weeks – Leo Messi, Xavi and Andres Iniesta put on a show in the UEFA Champions League – claiming 5-1 and 5-2 wins against Bayern Munich and Olympique Lyonnais. Those 2 nights, this team played close to perfection. It was like listening to Catalonia’s Isaac Albeniz.



For most experts FC Barcelona however plays the best basketball in Europe today. Like their pals from the football pitch, they emphasise ball movement and knocks down their outside shots. At 38%, Barça ranks third in Europe this season in 3 point percentage. With Italian sharpshooter Gianluca Basile netting over 50% of his long-range bombs. I remember running an interview with Basile back in the days and blaming my cell phone for bad connection. It took me 10 long minutes to understand he was a stammerer. And I found it so antinomic for a guy who can arm so quickly to face shot clock violation whenever he answers a question. While Basile is solid, Barcelona’s main asset is to be found on the other wing with Juan Carlos Navarro being back in business after an ambivalent year in Memphis (11 ppg though). “La Bomba” is arguably the most talented player heading to this Final Four with a skillset made of long with little rotation three points shots and floaters that he trademarked long before the TP9s and the CP3s. But Barcelona’s biggest strength might as well be its depth, especially down the lane. With 4 big men being starting 5 - worthy for any contender. All 4 were drafted. NBA geeks may be familiar with names like Fran Vasquez, Daniel Santiago, Ersan Ilyasova and David Andersen. The first two provide an intimidating force in the paint while the other two bring a deadly outside touch. A very deep team I said – strangely enough without any American contributor.

First hurdle on the road to the Euroleague title, a certain Ettore Messina. Who’s been heralded as the future first European head coach in the NBA forever. He did win the European trophy twice in 3 years with CSKA Moscow and forged a reputation as one of the biggest brains in the business. He did lose a couple of bets with his summer signings but can still rely on his vets including 2008 Euroleague MVP Ramunas Šiškauskas, who’s the closest thing to Brandon Roy this side of the ocean. Second hurdle will be the result of a Greek tragedy. Bitter enemies Panathinaikos and Olympiacos meet one more time and for once in a long long time, the latter have a shot at getting away with the win. Hence they even broke the record for the best winning percentage in the Greek League history (they only lost one game all season). Josh Childress’ fro might draw the attention though his… 9 ppg have been anything but spectacular – in the eye of the beholder (ask the defender on the poster).



FC Barcelona’s quest for a triumph in European sports starts tomorrow before 90,000 something Blaugrana fans against Chelsea FC, the 2008 UEFA Champions League runners up. The proud metropolis - home of close to 5,000,000 sports fans - is not even the capital of its own country yet it has a chance to become the center of Europe - at least on the sports map. And many could soon climb on the Barcelona bandwagon as the team looks like the last defense against British imperialism in European football and the Orthodox dominance in European basketball. With Leo Messi and Juan Carlos Navarro as the best ambassadors of a game where creativity wins games. So who's from Barcelona?

The Day They All Changed

Make sure you ready Joey's post on the trajectory of the league, and get used to seeing him here regularly. Also, I've updated the Amazon widget, but am not going to beat over the head with the reasoning behind the recommendations.

I mentioned this point already on my TSB weekend review, but it's so important it deserves its own post. On the last FDPDOCNBAPC (the podcast), Dan, Shoefly, and myself decided that the "putting it all together for the playoff run" cliche is largely specious. It's almost always the result of injured players coming back and getting into the swing of things at the right time, or the team trading for someone huge at the deadline. It just doesn't make sense that the onset of "real" basketball would suddenly cause a mediocre team to transform into something mighty. Yes, it happens in some other sports; this just proves how random and unconvincing their postseasons are.

Well, I'm here this morning to tell you that we were wrong. Sort of. I'd assumed, like most people, that the KG-less Garnett would be just that: the Celtics, minus their best player, plus everyone else trying to pick up the slack in slightly embarrassing (or at least paltry) fashion. What I certainly didn't count on was seeing a team in the playoffs that, while maybe not as good as the team that equation yielded, is fresh and exciting in new ways. Quite simply, this is a very different Celtics team. For one, the unquestioned star and center of attention is Rajon Rondo, a longtime FD favorite who in these playoffs has asserted himself as part of the "point guards now win games" movement (even if it took the media a few days, and Mark Jackson till overtime on Sunday, to figure this out). I've written at length about the strangeness of Rondo's game, even if I neglected to really break his signature move/nervous tic—the behind-the-back fake that, in effect, feigns the element of surprise in an attempt to gain the element of surprise (a double-negative? net result, zero? the key to Rondo's everywhere/nowhere style?). Suffice it to say that in this series, Rondo's used the playoffs as a platform to expose his most potent essence.

But this isn't only about Rondo's welcome-here parade. It's fascinating to watch the overall dynamic of the team develop, as something quite different from the previous (incarnation of) The Big Three (minus one) gives way to, well, a team for the future. Pierce has been far less conspicious, functioning not as someone who would brag he could take Kobe, but a wily veteran whose scoring is deployed selectively and attracts a lot of defensive attention. Allen has been thus pigeon-holed the whole time he's been in Boston—disastrously the first season, to far better effect this year. These playoffs, Ray Ray's not being asked to hit too many stand-still jumpers (he hates those, I've realized) or create for himself (not clear he can do that these days). Instead, he's coming off of screens like a champ, staying in motion so he gets the kind of shot he thrives on: An eye-blink clear look, for a split-second, from an absolutely exact spot on the floor.



In short, the older dudes, while still key producers—ironically, Allen more so than Pierce—are beginning to gracefully recede from the foreground, or at least play in a way that's not going to fall off a cliff one day. At the same time, Big Baby and Perkins, while hardly anyone's idea of a formidable front court, are playing solid, well-rounded basketball that makes it possible to imagine life without Garnett. The Celtics are, for lack of a better word, pulling a Dumars without even meaning to (by the logic of a TSB post last week, would this make Rondo into Bias?). The team's different, but they have less rigid, more malleable identity that serves them well going forward. Damn you, Danny Ainge!

The Bulls, I feel even worse for maligning going into the playoffs. Maybe that's because they've tried to rebuild three times in a row now, and have a roster that reads like a geological cross-section of failed recent history. There's also just something really unseemly about this year's additions: Pull the ROY out of a hat, and then tack on two vets way late just for the hell of it. This team seemed like glimpses at several different philosophies, held together with glue and mud, with a non-coach coaching it all. And then somehow, everyone (and what they stand for) ended up facing the same direction. We need not speak much of Derrick Rose, except to say that as a 20 year-old, he's solidified his standing as somewhere between that Game One juggernaut and the off-nights we saw throughout the season (and elsewhere in this series).

Now, as if by miracle, suddenly this patchwork team makes perfect sense. Ben Gordon, possibly the most boring enigma in basketball history, was perfect as the fearless scorer who, for the most part, realizes there's a time and place for his would-be heroic. Hinrich, too, is a role player extraordinaire: Expert defender, long-range option, scraggly grit monster, can handle the ball. Tyrus Thomas and Joakim Noah are far more mercurial than Davis and Perkins, but they can finally take the floor together as a big man tandemn of tomorrow. Noah's all hustle (real, these days) and elegant effort, Thomas has that jumper to go with his arsenal of general havoc-wreaking. Backed up by Miller and Salmons, vets perfectly content to occasionally remind us that they were once capable of star-caliber play, insurance policies willing to come in to steady or bring order to this tenuous assemblage. The Bulls, rather than looking like the unrelated wreckage of front office chicanery, are instead a real team. If just for this series.

I don't see this like last year's Hawks, or the Warriors of 2007. There's not the sense that these teams are living on the edge, or betting the farm on something outlandish. And maybe this does fall under my original rubric of players discovering their limits, for better or worse, in the playoffs (I would say that last year, Iguodala experienced the latter; this year, the former). I think we can say, however, that we're seeing off-season concerns seamlessly dealt with at the most high-pressure part of the season. Maybe you could call it a fluke, except these teams just keep honing these new models, and the whole things just makes too much sense. The individual/team key might be thus: When one or two key guys outstrip themselves, all of a sudden it's contagious. Boston's was brought about by necessity; Chicago's, on the other hand, is almost inexplicable, especially in the way it caps off an entire season of muddle. It begins with Derrick Rose, but you've got to give everyone on the team credit, one-by-one. And that's how a team puts it all together: By everyone involved catching some individual inspiration.

550hp Chevrolet Matiz

General Motors has no idea that their baby Chevrolet Matiz is now capable of slaying their greatest giant the Corvette. It's not an officially-manufactured car but it will take care of some serious supercars in any straight-line battle. Created by Fourdin Auto Sport founder, Yves Fourdin, and a few friends, this Matiz was the result of 1,500 hours of hard work by people who are not even engineers but motorsport enthusiasts. Best of all they used no computers for their achievement.

Using the Matiz as a base, Fourdin and his team installed a 7.0-litre V8 straight out of a Corvette Z06. It makes 550hp (404kW) to blast the Matiz from 0 - 100km/h in a swift 3.7 seconds. The 0 - 200km/h time is 10.94 seconds while terminal velocity is 260km/h (162mph).

No details on its track performance were released so there's no telling how it takes to corners, bar a glimpse of it taking that long curve on the video. The car was finished in August 2008 and is currently being shown at the International Racing Show Liège in Belgium.

Hartge Reveals BMW M3 Aerodynamic kit

Previously tuning house HARTGE had released a full range of accessories for the BMW M3 that include aluminium pedals, an aluminium handbrake handle and HARTGE gear knob. A new range of exterior accessories is now available from HARTGE.

Listed are a front spoiler lip, carbon add-ons for the front spoiler lip, and side sills for both right and left rear. This applies to both the coupe (codename E92) and convertible (E93). A rear diffuser and a lip for the boot lid are also offered but only for the M3 sedan and coupe, not for the convertible. The exterior side mirrors get a set of carbon casings. Side profile pictures are not available at this point.

The current BMW M3 comes only in three body types; a coupe, a convertible and a sedan. There's no word on a Touring wagon version. It uses a naturally aspirated 4.0-litre V8 engine to produce 420hp (309kW) and 400Nm of torque.

Mazda RE-Amemiya Genki 7

Isami Amemiya founded RE Amemiya Car Company in Chiba, Japan way back in 1974. The tuning company has been specialising in the modification of cars fitted with the rotary engine. For a long time these have been exclusively Mazda RX-7s. At this year's Tokyo Auto Salon RE Amemiya presents the Genki7.

The Genki7 is built from an RX-7 and it apparently features an engine tuned by long-time RE Amemiya collaborator GReddy. No numbers were tossed alongside the pictures apart from the claim that the engine will help the Genki7 "leave everyone behind".

UK Garage Presents Lotus Extrema

Italian tuner UK Garage is presenting its latest project, the Lotus Exige-based Extrema. UK Garage works on such names as TVR, Noble and Radical. Plenty of work has gone into the Extrema from when it was an Exige up until its current format.

Beginning with engine, buyers are spoiled for choice as they wade through a list that comprises exclusively of GM powerplants. At the entry point is a 2.6-litre with 360hp (265kW) followed by a 2.8-litre making 450hp (331kW) or a 560hp (412kW) 3.4-litre version. All three use a PowerTech V8 engine weighing 95kg. With this engine total vehicle mass does not exceed 750kg.

Moving to the next menu is GM's 2.8-litre V6 turbo that either produces 300hp (221kW) or 350hp (257kW). With this mill fitted the car goes up to 850kg in weight which is still very light. Up the performance ladder is where things get more interesting. UK Garage offers potential customers a register comprised of Chevrolet and Corvette powerplants that will be fitted into their Extremas. Again starting from the bottom there are two Chevrolet LS3s making either 420hp (309kW) or 500hp (368kW) each. At this level weight goes up a notch to about 970kg.

Those who long for absolute Extrema grunt, the 513hp (377kW) LS7 or the LS9 found in a Corvette ZR1 with 647hp (476kW) can be selected. This time vehicle mass reaches 1,000kg. This particular combination allows the Extrema to reach 100km/h from standstill in 2.8 seconds, 0 - 200km/h in 7 seconds and top off at 320km/h. Gearshifts are taken care of courtesy of either a manual or a sequential transmission system.

The Extrema has an aluminium chassis, and buyers can have either fiberglass or a kevlar-carbon composite body fitted. The body has been lengthened by some 20cm to accommodate these big engines. It has also been widened for the bigger tyres and equipped with an adjustable suspension system.

All this comes at a price of €66,000 including taxes for the baseline model while road-legal conversions can be made at extra cost.

2009 Seat Exeo Review

Overview

To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.

Reliability and Quality

The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.

On the road

There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.

Safety and Security

The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.

Running Costs

Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.

Comfort and Equipment

The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.

Used Value

Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.

2009 Seat Exeo Review

Overview

To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.

Reliability and Quality

The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.

On the road

There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.

Safety and Security

The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.

Running Costs

Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.

Comfort and Equipment

The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.

Used Value

Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.

Carlsson SL CK63 RS

Carlsson has finally released details regarding the amazing SL CK63 RS which first debuted at the Essen Motor Show.

Based on the Mercedes SL 63 AMG, Carlsson reworked the standard car's V8 engine with 525 hp (386 kW) and 465 ft-lbs (630 Nm) of torque to produce 600 hp (411 kW) and 705 Nm (520 ft-lbs) of torque. This pays modest dividends in terms of performance as Carlsson estimates the SL CK63 RS will rocket to 62 mph in 4.1 seconds while the fore mentioned SL 63 AMG is a few ticks slower at 4.5 seconds. The vehicle's top speed has also been increased to 325 km/h (202 mph).

Carlsson engineers also threw in several other performance minded changes including an electronic lowering C-Tronic suspension, a high-performance carbon composite braking system, and ultra light 20-inch wheels outfitted with high-performance Dunlop SP SportMaxx tires.

The exterior features a new aerodynamic kit which includes a reworked bumper with mesh inserts for the air intakes and a new front spoiler and rear diffuser which are both constructed of lightweight polyurethane. A unique stealth titan graphite paint scheme with a matte finish is available but if that doesn't suit your tastes there are five other exterior colors to choose from. Inside, the car gets a luxurious treatment of leather and alcantara applied to the seats and door trim.

German pricing starts at a rather pricey €272,500 but cars as exclusive as this never come cheap.

Wald Tuned Nissan GT-R

Wald International has officially introduced their new body package for the Nissan GT-R. The Japanese tuner has not released any engine modifications, citing the "difficulty in tuning the GT-R's engine."

The company has created several carbon-fibre body parts to lighten the vehicle's weight and make the car more aerodynamic. They custom built a front-lip spoiler and nose cover, and rear wing. Low-drag duct covers from another lightweight composite material are in place, while under the hood the cutomer will find a carbon-fibre engine cover.

Wald's aero-kit comes in the glossy finish typically used for street cars, called wet carbon fibre, or a dull matte grey color, called dry carbon fibre. The second choice is usually used on racers. A wet carbon kit starts at 1,039,500 yen ($11,620), with the dry carbon kit going for about 2,362,500 ($26,410). Prices include taxes.

All Carbon-Fiber Lotus Elise

Carbon fiber saves a lot of weight and is increasingly used in performance cars. But making a whole car out of carbon fiber may just end up being a tad too expensive. But someone has given it a go anyway.

Pictured here is a 2002 Type 72 JPS Lotus Elise built (or re-built?) to order for a Chinese customer by TW Auto Limited.

The Hong Kong based TW Auto has completely replaced both the interior and exterior with customized raw carbon fiber panels. The weight saved on the already feather-ous Lotus Elise? 66 to 88 pounds (or about 40 kg).

Additionally, the diet also included a lighter KW suspension, Lotus Racing exhaust, JP Racing wheels, as well as bigger air intake and air filter.

The re-working of the Elise took a whole 6 months for TW to complete for customer Jimmy Wong.

Hamann BMW X6 TYCOON Widebody

German tuners Hamann Motorsport has just released their BMW X6 Tycoon to the public. Featuring a new body, restyling, and serious performance upgrades shows the full potential of BMW's crossover SUV.

Currently, customers get a choice between the BMW X6 xDrive35i, which comes with a 306 horsepower 3.0-liter inline-six, the BMW xDrive30d and its 235 hp 3.0-liter straight-six diesel, or the xDrive35d, which has a 3.0-liter inline-six-cylinder getting 286 hp. Horsepower for the three is bumped up significantly, reaching 360 hp on the petrol. The two diesels see increases to 261hp and 316hp respectively.

Torque output sees substantial gains, rising by 140 Nm to 540 Nm on the 35i model, by 80 Nm to 600 Nm on the xDrive30d, and from 580 Nm to 660 Nm on the 35d.

Hamann is also working on a performance kit for the top-of-the-line BMW X6 xDrive50i. Currently, that car is rated at an impressive 407 hp and 600 Nm of torque, generated by its 4.4-liter V8 twin-turbo.

Hamann's design team put together a body kit for the car meant to give the car a more muscular stance. The package is highlighted by new front wings, and a rear wing extension, all made out of a lightweight composite material. A new apron with large air intakes, and LED daytime running lights round out the front. Wrapping up the back is a three-part diffuser, a rear spoiler, and a roof spoiler.

Hamann uses their Design edition Race Anodized 23-inch rims on the car, wrapped in 315/25 r23 tyres. An ultralight wheel, it is paired with "special chassis springs" and "progressively coiled springs" to lower the crossover by 40 mm.

The tuner firm added their own touches to the interior as well. Customers will find a sizeable amount of aluminum and carbon fibre throughout the inside. New instrument dials and a 3-spoke steering wheel are also included.

The Hamann BMW X6 Tycoon editions are available now from the German company. A BMW X6 Tycoon based on the xDrive50i should arrive soon.

Feature: Best of 2009 Shanghai Auto Show

Detroit may be in the doldrums, but Shanghai is swinging: the Chinese motor industry is growing rapidly, investing in design expertise and preparing to have a significant global impact in coming years.

And besides the domestic manufacturers, who are producing ever-more interesting concepts, the established European and Western car-makers are finding that they can't afford to ignore China, where new-car sales are rising exponentially. Here's the low-down on the most important cars of this year's Shanghai Auto Show.

Bertone Mantide

Based on the 620bhp Corvette ZR1, the insectile Mantide (Italian for 'praying mantis') is a one-off, road-legal creation from the Stile Bertone studio for a private client.

Designer Jason Castriota - the man behind the one-off Pininfarina P4/5 - says it's inspired by jet-fighter aircraft, and its fuselage-type body, butterfly-opening doors and canopy certainly make it look ready to fly away.

Though the underpinnings are Corvette, the extra-aerodynamic Mantide is some 100kg lighter, thanks to its carbon fibre bodyshell and interior - which help it to 217mph and 0-60mph in less than 3.5 seconds. Downforce is 30% better than that of the Corvette, thankfully.

Buick Business Concept

Chinese buyers love GM's Buick brand - they see it as the epitome of American luxury - and the Business Concept MPV is suitably kitted out with armchair-type seats, plush burgundy and cream suede upholstery and carpets, and high-tech LED displays.

The work of the GM-SAIC Pan-Asia joint research and development facility, it incorporates traditional Chinese patterns in its trim, and evokes Chinese crystal sculptures in its headlight design. It shares its hardware with the Chevrolet Orlando and thus also the upcoming new Vauxhall Zafira, and also previews a next-generation GM hybrid powertrain.
Source:http://www.channel4.com

Feature: Best of 2009 Shanghai Auto Show

Detroit may be in the doldrums, but Shanghai is swinging: the Chinese motor industry is growing rapidly, investing in design expertise and preparing to have a significant global impact in coming years.

And besides the domestic manufacturers, who are producing ever-more interesting concepts, the established European and Western car-makers are finding that they can't afford to ignore China, where new-car sales are rising exponentially. Here's the low-down on the most important cars of this year's Shanghai Auto Show.

Bertone Mantide

Based on the 620bhp Corvette ZR1, the insectile Mantide (Italian for 'praying mantis') is a one-off, road-legal creation from the Stile Bertone studio for a private client.

Designer Jason Castriota - the man behind the one-off Pininfarina P4/5 - says it's inspired by jet-fighter aircraft, and its fuselage-type body, butterfly-opening doors and canopy certainly make it look ready to fly away.

Though the underpinnings are Corvette, the extra-aerodynamic Mantide is some 100kg lighter, thanks to its carbon fibre bodyshell and interior - which help it to 217mph and 0-60mph in less than 3.5 seconds. Downforce is 30% better than that of the Corvette, thankfully.

Buick Business Concept

Chinese buyers love GM's Buick brand - they see it as the epitome of American luxury - and the Business Concept MPV is suitably kitted out with armchair-type seats, plush burgundy and cream suede upholstery and carpets, and high-tech LED displays.

The work of the GM-SAIC Pan-Asia joint research and development facility, it incorporates traditional Chinese patterns in its trim, and evokes Chinese crystal sculptures in its headlight design. It shares its hardware with the Chevrolet Orlando and thus also the upcoming new Vauxhall Zafira, and also previews a next-generation GM hybrid powertrain.
Source:http://www.channel4.com

Jaguar XF 5.0 (2009-) Review

The new 3.0-litre diesel is the pick of the Jaguar XF range. How can it not be? It's relatively low on emissions, it'll return 42mpg and the 271bhp version sprints from 0 to 62mph in just 6.4 seconds and then all the way up to a limited 155mph.


So why bother with a thirsty V8? The new £49,900 5.0-litre is also limited to 155mph, only beats the diesel to the 62mph benchmark by only 0.6s but can't come close to matching the 3.0-litre's fuel consumption managing a distinctly unimpressive 25.2mpg.


Factor in an additional £5,700 premium and the 380bhp 5.0 looks like an unnecessary luxury - until you consider the price of the XFR. At £10k less than the high performance XF, the 5.0-litre offers a lot of bang for your bucks.

Source:http://www.channel4.com

Jaguar XF 5.0 (2009-) Review

The new 3.0-litre diesel is the pick of the Jaguar XF range. How can it not be? It's relatively low on emissions, it'll return 42mpg and the 271bhp version sprints from 0 to 62mph in just 6.4 seconds and then all the way up to a limited 155mph.


So why bother with a thirsty V8? The new £49,900 5.0-litre is also limited to 155mph, only beats the diesel to the 62mph benchmark by only 0.6s but can't come close to matching the 3.0-litre's fuel consumption managing a distinctly unimpressive 25.2mpg.


Factor in an additional £5,700 premium and the 380bhp 5.0 looks like an unnecessary luxury - until you consider the price of the XFR. At £10k less than the high performance XF, the 5.0-litre offers a lot of bang for your bucks.

Source:http://www.channel4.com