Category: News

The word ‘underrated’ and ‘performance cars’ don’t tend to go hand-in-hand. They’re the types of cars adored by petrolheads — and even those not actually that interested in cars — across the world.

Many get a reputation far above their actual capacity (looking straight at you, E46 BMW M3) and almost all have a contingent of die-hard followers.

That said, some slip under the radar — and perhaps undeservedly so. Here’s what we think are seven of the most underrated performance cars ever made.

Nissan Skyline R33 GT-R

Adding a Nissan Skyline of any kind to a list of ‘underrated performance cars’ might seem ludicrous but bear with us.

The R33 Skyline is something of an ugly duckling in the legendary Japanese machine’s family history. The R32 before it held all the motorsport glory and earned the nickname ‘Godzilla’ as a result, while the succeeding R34 found fame as the face of video game franchise Gran Turismo while also being an icon in the Fast & Furious film series.

Meanwhile, the R33 never found much relative fame, often disregarded it as the ‘mid-life crisis’ for the Skyline, despite carrying over the magnificent RB26 engine from the R32 and wrapped it in an enhanced chassis and a lower drag body.

However, a gentleman’s agreement between Japanese manufacturers to cap power output at 276bhp on all cars meant the R33 never filled its true potential.  It remains a seriously capable machine in its own right, and with prices rising for all Skylines, now might be the time to invest in this sleeping beauty.

Porsche 718 Boxster

The Porsche 718 Boxster (and its Cayman sibling) were practically written off from the moment they were revealed.

Former versions of the car utilised free-revving, naturally aspirated straight-six engines. Then came the 718 twins, which replaced that much-loved recipe with a turbocharged four-cylinder unit.

Sacrilege cried the purists, and that along with the car’s already-existent reputation as a poor mans’ 911 doomed it from day one. In reality, though, the 718 is one of the most capable machines on the market — offering a hard-to-match driving experience in a stylish and quality package. We wouldn’t say no to the return of a six-cylinder engine, though…

Ford Mustang EcoBoost

We’ll be the first to admit that a Ford Mustang isn’t really quite right if it doesn’t have a snarling V8 engine underneath the bonnet — but what can’t be overlooked is just how good the four-cylinder version is.

Using the same 2.3-litre turbocharged four-cylinder engine from the widely-adored Focus RS — here tweaked to suit the muscle car — the EcoBoost might be the thinking man’s Mustang, and certainly makes more sense on paper in the UK.

It’s no slouch — with 286bhp and 440Nm of torque — and that power is more usable everyday than the 5.0-litre V8s, while also delivering markedly improved efficiency figures. If you can get past the lack of an eight-cylinder burble, the EcoBoost Mustang might just be a smart choice to make.

Audi S1

Amidst all Audi’s RS variants, the plucky ‘S’ models often get left behind. Perhaps the biggest victim of this is the S1. When people think about supermini-based hot hatches, they all go screaming to Ford, Renault and Mini for their renowned hatches, but the poor Audi S1 seems to end up being nearly entirely forgotten.

Granted, it may be a bit long in the tooth now and overdue a good refresh, but even four years into its model run – or eight years if you think of when the A1 first reached showrooms – it still has a better, more luxurious and refined interior than some all-new hot hatches. And with 228bhp on tap from its peppy 2.0-litre petrol engine and Quattro all-wheel-drive, it puts in a unique position for a supermini hot hatch.

Add in the fact it’s available as a three- or five-door hatch and it can get from 0-60mph in under six seconds and it seems even stranger that the S1 gets unnoticed. Yes, it might be expensive new, but there are some cracking examples on the used market from as little as £15,000. Take that, Fiesta ST.

Hyundai Coupe

The Hyundai Coupe never really set the world alight — and we won’t argue it should have done — but it’s definitely one many forget when it comes to compact sports coupes.

We think a lot of this has to do with its looks. You’d be forgiven for taking a glance at the South Korean machine and expecting there to be a punchy turbocharged engine sending power to the rear wheels. In reality, though, the most potent models featured a sluggish V6 engine developing a mere 162bhp — poor at the time, let alone by today’s standards.

What few know though is that it’s a pretty capable machine in its own right, offering good driving dynamics and thanks to little mainstream attention when it was on sale new — prices on the used market are pretty low, making this is a bit of a performance bargain.

Volvo V60 Polestar

It’s certainly impossible to miss the Volvo V60 Polestar – after all, despite being a sensible estate car, it’s fitted with massive 20-inch alloy wheels and painted in an eye-catching shade of bright blue. It’s far from the standard V60, having been breathed on by Volvo’s in-house performance arm, Polestar – it features one of the world’s most powerful four-cylinder engines as well as virtually limitless traction courtesy of four-wheel drive.

So if the Polestar is that great, why don’t people buy them? It may be the car’s image. Though Volvos are becoming cooler and hip as time goes on, the old V60 has a certain whiff of antiques dealer about it – even in Polestar Blue.

Vauxhall Astra VXR

The Astra’s abilities are only underrated by some of the population – for many, fast Vauxhalls are near-perfect, and those people won’t need any persuading. Others may need coaxing past the car’s almost comically chavvy image or require reassuring that the legendary torque-steer and, let’s say, difficult handling won’t be an issue on the road.

All this is true, and while the Astra VXR is nowhere near as poised as rivals such as the Golf GTI, it’s incredibly fast, surprisingly decent to live with and – importantly – an absolute bargain on the used market. Being unpopular has its plus points when it comes to buying used.

 

Few brands command as much respect as Ferrari, especially when it comes to the classic scene. These Italian machines bring in the biggest crowds and attract the highest prices – the most expensive cars ever to sell at auction were classic Ferraris.

Capitalising on this demand, Silverstone Auctions is hosting the country’s first ever dedicated Ferrari auction, with 33 stunning cars set to go under the hammer on Friday, March 18.

It’s being held at Silverstone circuit in association with the Ferrari Owners’ Club, and several lots are set to raise sums well into six figures.

Here are a few of our favourites…

1972 Ferrari 365 GTB/4 Daytona

 

Estimate: £500,000 – £575,000
Few cars match their names as well as the Daytona. One of the most effortlessly stylish cars ever produced, it’s a car entirely suited to sunlit trips up and down the coastline. This example is one of only 158 original UK-supplied cars, and the auction listing notes it is one of the finest examples currently available.

1987 Ferrari Testarossa

 

Estimate £100,000 – £120,000
The Testarossa is, along with the Lamborghini Countach, one of those cars that always looked at its best as a poster on a bedroom wall. It’s just so, so ’80s. This example presents extremely well and carries just 13,867 miles.

2009 Ferrari 430 Scuderia

 

Estimate £165,000 – £185,000
We’re big fans of this 430 Scuderia, which was one of the most hardcore models available at launch in 2009. It offered 510bhp and was good for 202mph – figures we suspect are still achievable today, given this car’s amazing condition and 13,600 miles.

1964 Ferrari 330 GT Series I

 

Estimate £140,000 – £170,000
This car is such a departure from the brand’s usual fare that you might not even recognise it as a Ferrari at first glance. But with a V12 engine, Pininfarina styling and serious rarity factor, it’s definitely a very desirable model.

1991 Ferrari Mondial T

 

Estimate £50,000-£60,000
The Mondial has to be the most maligned Ferrari ever – perhaps that’s why the previous owners of this one refused to cover more than 1,300 miles in it. Still, the once-awkward styling is aging well, and as a four-seat classic grand tourer, the Mondial has a lot going for it.

2001 Ferrari 550 Barchetta Pininfarina

 

Estimate £325,000 – £375,000
This gorgeous 550 convertible has been babied, especially in recent years where it’s gone barely five miles between services. It’s one of just 42 right-hand-drive cars and comes with a vast array of extras including the ‘Barchetta’ racing helmets in bespoke bags.

2011 Ferrari FF

Estimate £120,000 – £135,000
The FF is one of the most instantly recognisable modern Ferraris – a reinterpretation of the shooting brake, with four adult-sized seats and a good boot wrapped up in a slinky body. This one’s the former property of Jamiroquai frontman Jay Kay.

1984 Ferrari 308 GTB Quattrovalvole

Estimate £45,000-£52,000
This glorious 308 GTB is one of the more keenly priced items in the auction, but arguably one of the most eye-catching thanks to its distinctive period bodywork. This one is once again a low-mileage example. Exported from Germany to the US and now back to the UK, it’s covered just 6,200 miles.

Arriving on a huge wave of expectation comes this, the all-new Ford Fiesta ST. Its predecessor was arguably one of the best-handling hot-hatches of all time, and a variety of enhancements have been included to ensure this latest version delivers the same experience.

Quite a lot is going on under the skin of the Fiesta ST – which is why we’ve looked at the key features you need to know about.

Engine

The Ford Fiesta ST now uses a turbocharged 1.5-litre three-cylinder petrol engine – down one cylinder from the older car. However, power is still plentiful at 197bhp and 290Nm of torque, meaning drivers shouldn’t be wanting for pace out on the open road.

An optional limited-slip differential can be added to make the ST even more capable in the corners.

Performance

Thanks to quite a lot of power in a compact package, the Fiesta ST can deliver impressive performance figures. Ford claims a 0-60mph time of 6.2 seconds, and a top speed of 144mph – both decent results for what is still a relatively ‘everyday’ hatch.

Power is sent to the front wheels via a six-speed manual gearbox – there’s no automatic option available.

Launch control

A new launch control system should mean that drama-free standing starts can be achieved each and every time.

This is available as a part of the optional Performance Pack, which includes a variety of mechanical enhancements for the keen driver.

Driving modes

As with many hot hatches on sale today, the Fiesta ST comes with three different driving modes. In this case, Normal, Sport and Track are used to tailor the car’s settings. Each mode changes the aggressiveness of the traction control, and increases the raucousness of the exhaust via an active valve.

Yeah, it sounds pretty good too #FiestaST pic.twitter.com/AGGAdXW35g

— Jack Evans (@jackrober) May 10, 2018

As you progress through the modes, the car is made even sharper, louder and track-focused. Throttle response is sharpened, and the more weight is added to the power steering.

Interior touches

All Fiesta ST models benefit from a variety of sporty interior touches as standard. Recaro bucket seats are included on even base cars, as is a flat-bottomed steering wheel.

Ford’s latest SYNC 3 infotainment system is standard on all cars too, accessed via either a 6.5- or eight-inch screen depending on vehicle specification.

Price

Prices for the Fiesta ST start at £18,995. At this price, the car comes in base ST-1 trim which includes standard features such as sport suspension, Apple CarPlay and Android Auto, and cruise control.

Two other specifications are available – ST-2 and ST-3. These increase on the standard equipment of the base cars, with prices starting at £19,995 and £22,145 respectively.

What is it?

Here it is – the all-new Ford Fiesta ST. Following on from a model which set the hot-hatch segment alight, this latest version is designed to be more grown up but just as exciting to drive as that iconic original. Based on the updated Fiesta, the ST needs to do a lot to live up to the reputation set by its forebear, while fending off competition from some serious rivals. We hit Nice’s country roads to find out if it this latest ST can regain its place at the top of the hot-hatch pecking order.

What’s new?

There’s a lot going on here to make this latest Fiesta ST as competitive as possible, yet easy to live with on a daily basis. From the outside, you’d do well to distinguish this performance model from the more mundane yet sportily-styled X-Line version. The main things to look out for are the redesigned bumpers and larger alloy wheels.

In short, it manages just what the old car did – to appear special enough, but not go overboard into the big wings and flared arches territory. Some may think that’s a shame; we think it’s well judged and makes the ST more appealing to a wider audience.

What’s under the bonnet?

The new Fiesta ST has dropped a cylinder compared to the older car, with a 1.5-litre three-banger now under the bonnet rather than a 1.6-litre four-cylinder. Economy is the name of the game, after all, and a smaller capacity engine is designed to deliver better efficiency. However, performance seekers need not despair, for the new ST still packs a pretty decent punch. The compact engine produces 197bhp and a healthy 290Nm of torque, allowing for a 0-60mph sprint time of 6.2 seconds. Power is sent to the front wheels via a six-speed manual gearbox – there’s no automatic, paddle-controlled version here.

Despite this, Ford claims that the ST will return up to 55mpg on the combined cycle, and emit just 114g/km CO2 – not bad at all for a car with this level of performance.

What’s it like to drive?

The new ST had the tricky task of living up to the reputation set by its predecessor but it has more than achieved this goal.

Though the new ST has lost a cylinder over the older car, you really don’t feel like you’re lacking in engine excitement. It revs with a keenness you don’t expect from a unit this small, and feels properly engaging at all times. The engineered exhaust pops do feel a little like overkill on occasions, but they certainly add to the drama.

The three separate driving modes do genuinely change the attitude of the car, with the steering weighting up considerably as you progress through the different settings. It takes a little getting used to, but it’s well-judged and feels more than matched to the car’s performance.

Exciting day today. Whole lot of expectation pic.twitter.com/nf17hDpmCM

— Jack Evans (@jackrober) May 10, 2018

How does it look?

The Fiesta ST is rather similar in appearance to its more conventional stablemates. Yes, there are some sportier touches to be found here and there, but overall it looks quite close to any current-generation Fiesta. However, that’s no bad thing – the regular car is sharply styled and looks fresh, so the ST is just a follow-on from this – albeit in a slightly sportier direction.

The dual-pipe exhaust at the rear does signal somewhat towards the car’s intent, while small ST badges placed in the front grille and on the boot do help to distinguish the car from the rest of the range. It’s certainly not an outrageously-styled car, but it’s just special enough to appeal to most people.

What’s it like inside?

The interior of the new ST features just enough sporty touches too, without overcooking it and making it over the top. The Recaro bucket seats are hugely supportive and have a decent level of adjustment to them. The flat-bottomed, multifunction steering wheel is just chunky enough, too.

The majority of plastics are of a good quality, and the main dashboard section looks leagues ahead of the car it replaces – this is largely down to the reduction in buttons. We might like there to be a little more emphasis put on the driving modes button (it’s mounted quite lower down and doesn’t look too different to the rest of the controls), but this really is just a minor niggle.

What’s the spec like?

Our test car came in top-spec ST-3 trim line, and this gets all the bells and whistles that you could possibly want. In this trim, you get 18-inch alloy wheels as standard, along with leather-trimmed Recaro sports seats that are heated in this instance, and you also get the all-important red brake callipers.

It’s crucial to mention that the Performance Pack can be added to ST-2 and ST-3 trim levels for £850. This adds the Quaife limited-slip differential, which is ideal for those after a slightly sharper-turn in, and more out-of-corner traction. It’s a reasonably-priced option which really does add to the capability of the car.

The Fiesta ST is also available in either three- or five-door layouts, giving customers a more practical option should the more compact version not quite fit the bill.

Yeah, it sounds pretty good too #FiestaST pic.twitter.com/AGGAdXW35g

— Jack Evans (@jackrober) May 10, 2018

Verdict

The new Fiesta ST has more than lived up to the expectations people had of it. Though it’s considerably different to the car it replaces, Ford has managed to recapture the spirit of the older model, making it just as exciting and involving to drive as the old ST. We’ll have to wait to test it out on UK soil to see how it gets on with our roads, but for the now the leading impression of this latest hot Fiesta is a wholeheartedly positive one – this is one triumphant comeback.

Facts at a glance

Model as tested: Ford Fiesta ST
Price: £18,995
Engine: 1.5-litre turbocharged three-cylinder
Power (bhp): 197
Torque (Nm): 290
Max speed (mph): 144
0-60mph: 6.2 seconds
MPG (combined): 55
Emissions (g/km): 114

 

The speed camera is a classic part of the British landscape. First introduced more than two decades ago, the big yellow Gatso is instantly recognisable, visible from afar and always signposted – yet drivers still manage to get caught by them.

But the Gatso speed camera isn’t the only surveillance and safety device on UK roads. In fact, on any given trip you could be photographed by hundreds of cameras, each with their own job. Here are the most common types, and what you can do to avoid a hefty fine for contravening them…

Speed camera

These are the most common, the most recognisable, and arguably the most hated of all cameras on the road. Most speed cameras work using radar to detect a car’s speed. If it’s above the posted limit, the camera will take two pictures, and use the distance the car has travelled between them as evidence of its speed, usually backed up by painted lines on the road to give a definitive answer.

These cameras can theoretically operate at any speed above the limit – you could be ticketed for doing 31mph in a 30mph zone, for example. In reality, they’re more likely to allow a few mph above the limit – the accepted average is 10 per cent plus 2mph, though this isn’t set in stone.

These cameras must be easy to spot by law. They’re painted bright yellow, often situated in the middle of the road and well signposted. If you’re caught, it’s difficult to argue your way out of it – only if all limit signs are illegible or if you can prove that the camera wasn’t calibrated correctly.

In most cases, you’re better off taking the hit and sparing your time. This is usually three points on your licence and a £100 fine, though it can be reduced to a speed awareness course if you’re a first-time or infrequent offender.

Average speed camera

As with speed cameras, these have to be well signposted, but instead of taking speed readings on a specific point they use two cameras to police a ‘zone’ of the road. Your number plate is read as you enter the zone, and again as you leave – and the time of both photos is used to calculate your speed.

Average speed cameras are most often used on smart motorways, where they can operate at any speed set by the overhead gantries – whether that’s 60mph to ease congestion or 40mph through roadworks.

These cameras may be integrated into overhead gantries or standalone units, painted yellow or grey. As with regular speed cameras, they can theoretically operate at any speed over the limit.

A common myth to avoid average speed cameras is changing lane in between them. While this worked on early systems, it has no effect on modern ones. Another ineffective method is one you might see many employ, which is to slow down as you pass the camera and speed up again immediately after. This also has no effect, and merely ruins the traffic flow behind.

Mobile speed cameras

Mobile cameras are usually run by local police forces and allow for a reactionary style of enforcement. Cameras are usually sent to blackspots with a history of road traffic incidents, and locations are publicly available, as well as well-signposted.

They usually take the form of a large van with opening rear windows, decorated in eye-catching police colours and peppered with speed camera emblems. Sometimes, though, they’re operated by police working from marked or unmarked cars, or standing by the roadside.

ANPR cameras

Standing for automatic number plate recognition, this type of camera is usually integrated into other varieties. As the name suggests, it uses sophisticated software to check your car’s licence and registration which it can then run against the police national database to flag up issues with tax, insurance, or driver disqualification.

Most police cars have one of these cameras fitted to allow them to catch lawbreakers while they’re out and about. There’s no real way to avoid these, nor should you want to – unless you have something to hide!

Red light cameras

These cameras are put in place to curb rampant red-light running, often in larger cities such as London. If you’ve dashed across the lights at the last moment, you probably won’t need to worry – the sensors only detect vehicles that cross the line after the light’s turned red. If you began crossing on amber, you’ll be okay.

Traffic light cameras are usually installed for safety rather than revenue – they tend to be placed in high-risk areas, or where accidents involving motorists who’ve run the lights have occurred.

The punishment for being caught running a red light is usually a fixed penalty of £60 and three points, though the maximum can be £1,000, six points or even disqualification if the manoeuvre was dangerous enough.

Traffic violation cameras

These cameras can monitor traffic areas such as box junctions, bus lanes, high occupancy lanes and congestion zones. London’s congestion zone is chock-full of these cameras, as are most city centres – the only solution to evading capture by these is to not break any regulations.

Rolls-Royce has unveiled the latest addition to its range – the Cullinan. It’s the brand’s first SUV and arguably one of the most luxurious vehicles money can buy.

Based on an all-new aluminium chassis architecture, the Cullinan takes its name from the largest clear-cut diamond ever discovered, which now sits within the Crown Jewels. The brand won’t call it an SUV, of course, preferring the term ‘high-bodied vehicle’ – but the chunky silhouette, ample ground clearance and bluff front end mean there’s no real doubt as to where it sits.

Pitched above even the Bentley Bentayga – which starts from £135,800 – the Cullinan packs Rolls-Royce’s 6.75-litre V12 engine under its enormous bonnet. Producing 563bhp and 850Nm of torque, it’s mated to the brand’s first modern four-wheel-drive system, which also encompasses four-wheel steering for greater agility and stability.

Four-wheel drive isn’t the only first for the Cullinan, either. It’s also the first Rolls to use a hatchback tailgate and the first to include folding rear seats. The brand doesn’t envisage the car being used for trips to flat-pack furniture stores or the tip, however, and suggests that it may be used for leisure pursuits such as fly fishing, photography, rock climbing, base jumping or volcano boarding.

To aid this are what Rolls calls ‘Recreation Modules’ – custom-built drawer and shelving systems that slot into the boot of the car to house the paraphernalia needed to pursue your leisure activities in comfort and style.

And if your hobbies take you off the beaten track, the new all-wheel-drive system should keep you moving. There’s nothing as uncouth as locking differential switches, low-range gearboxes or the like here, though – instead, the ‘Everywhere’ button harnesses all off-road tools together to allow effortless travel regardless of terrain.

Of course, it wouldn’t be a Rolls-Royce if it weren’t comfortable, and the brand claims to have translated the trademark ‘Magic Carpet’ ride to the high-riding Cullinan both on and off-road.

The interior is reminiscent of the latest Phantom but includes Rolls’ first touchscreen infotainment system. All four passengers will be ensconced in the finest leather, with heating and ventilation at their fingertips. Equipment is generous, too – as you might expect – and the Cullinan comes with night vision cameras, wildlife and pedestrian warnings, all-around cameras, active cruise control, a wifi hotspot and the industry’s largest head-up display.

“The super-luxury lifestyle is evolving and Rolls-Royce is in the lead,” said the company’s chief executive, Torsten Müller-Ötvös. “Luxury is no longer an urban concept. More and more, it is about embracing the wider world.

“For this reason, our customers have asked us to create a Rolls-Royce that offers uncompromised luxury wherever they dare to venture. Cullinan is just that. It is effortless, everywhere.”

Expect pricing for the Cullinan to be well in excess of £300,000 – though Rolls-Royce’s bespoke nature means customers will be able to specify their cars with just about any modification under the sun – for the appropriate price, of course.

Running costs will be similarly pricey – Rolls-Royce claims just 18.8mpg on the combined cycle, and CO2 emissions of 341g/km place it squarely in the most expensive tax bracket. But will that matter to most buyers? We don’t think so.

For many, a clean exterior is of more value than the interior. Most of us, probably without admitting it, would rather the outside of our cars were lovely and shiny for others to see, but allow the inside of our cars to turn into a tip.

If you have a look inside some cars, they’re littered with empty crisp packets, water bottles and coffee cups, and the end result can be anything from mildly distasteful to borderline hazardous.

The problem is many think that taking a bin bag to the car and giving it a quick five-minute vacuum qualifies for an interior clean, but to get the cabin of your car looking its best, a little extra effort is generally required.

Handily this step-by-step guide will have your interior spick and span in no time.

1. The first step is to empty it of any rubbish, whether that be unwanted receipts, sweet wrappers or empty bottles. Whatever it is, just take a bin bag and fill it with anything you no longer need in your car.

2. One of the main errors most make is not taking the mats out of the car when cleaning it. While mats are great at covering the floor beneath, bits of dirt and stones always get trapped underneath. Take the mats out.

3. Clean the mats outside of the car. This could be by taking them into your house to clean, or you can even lay down a blanket on the floor and clean the mats at the roadside. It sounds picky, but there’s absolutely no point going to the bother of cleaning a mat if the underneath is covered in stones.

4. Next, thoroughly vacuum the entire car. Move the seats backwards and forwards to access all areas, including down the side of the seats, too, where a lot of dirt gets trapped. Try and get in every nook and cranny.

5. Spray an interior shampoo/cleaner on all fabric surfaces (including the mats) and scrub the carpets to extract any dirt. Wet vacs (that extract dirt by machine) can be used, but are only really needed on heavily soiled interiors.

6. Next, the pedals – an area most overlook. Wet the pedals and get a stiff, damp brush to extract the dirt. It’s amazing what hides on them.

7. Time to tackle any trim. On any soiled or muddy plastic trim, use a general trim cleaner and spray it on the affected area and wipe off.

8. Leather next. Use a leather cleaner and spray it on the surface. Use a damp cloth to scrub the leather, before leaving it for a few minutes and wiping any remaining residue with a clean dry cloth. For particularly dirty areas – driver’s seat, steering wheel, etc, you can use a leather brush to help with this.

9. Time to tackle the rest of the car. Use a trim cleaner/ dressing to go over any plastics – the door cards, dashboard, any cup holders, dash buttons. Spray this on a cloth and wipe over, before removing any remaining product not long after with a new clean cloth. You can even use special interior brushes to help get out any dust that gets trapped in any areas such as air vents and between buttons.

10. Don’t forget the door and boot shuts. If these are heavily soiled it’s best to clean them with soapy water and dry them, but if there’s only light dirt on them, you can do this with the same interior cleaner already used on the interior.

11. Glass is important too. Use a dedicated car glass cleaner and glass cloth for optimum results.

12. It might seem like a faff, but go around and give the car a quick vac again – it’s amazing the amount of dust you’ll have picked up from the interior when you’ve properly cleaned it.

13. Put the mats back in.

14. Not everyone likes an air freshener, but if you like the smell of them, put one in to help keep things fresh.

And there you have it – one clean interior.

It might have taken you a while, but we guarantee if you followed our step-by-step guide, you’ll have a spotless interior – the sort you’ll never get from a quick whizz through with a vacuum. We guarantee that the effort is worth it.

BMW will recall 312,000 UK vehicles at risk of an electrical fault that has been linked to a fatal crash.

The manufacturer will contact owners of the affected models – BMW 1 Series, 3 Series, Z4 and X1 petrol and diesel models made between March 2007 and August 2011 – in the next three weeks, a spokesman said.

The Driver and Vehicle Standards Agency (DVSA) said last week BMW had failed to alert UK authorities to 19 cases of electrical faults in one of its models.

Former Gurkha soldier Narayan Gurung, 66, died on Christmas Day 2016 when he crashed his Ford Fiesta into a tree in Hampshire while swerving to avoid a BMW car which had cut out due to an electrical fault, an inquest in Woking, Surrey, was reportedly told.

But an investigation by BBC Watchdog Live found the issue could be in a wider number of vehicles than those covered by the original recall of 36,410 cars in 2017.

A BMW spokesman said: “Now we recognise the need to widen the recall to capture a larger cohort of cars. We are widening the net as a precaution.”

He added the fault could be fixed within two hours and involved replacing a plug.

The firm has not advised customers to stop driving the vehicles.

Mwape Kambafwile told the BBC he stopped driving his BMW 3 Series car after it cut out completely while he was driving in December 2016.

He said: “I just thought to myself if I was driving on the motorway with my family in the car, that could have been very dangerous.

“I took it to BMW. The next day they called me to say they had found a fault, it looks like the cable had burnt out and no current was passing through the fuse box.

“I felt so uncomfortable driving it that we took taxis, I walked to work every day. It was a nightmare, it wasn’t safe enough to drive.”

Watchdog Live will air on Wednesday at 8 pm on BBC One.

Running a car can be expensive. Everything from the initial purchase, refuelling, servicing costs and — perhaps most annoying of all — insurance.

It often feels like insurance companies are out to get every pound from your pocket — offering premiums that seem more ridiculous year-on-year. It doesn’t have to be this way though, and there’s plenty of steps you can take to cut down your insurance costs.

Increase your excess

It might be tempting to keep your excess low to minimise the upfront cost should the worst happen to your car, but this can result in much higher premiums.

Experiment with the different excess costs when you’re shopping around. Your policy price could tumble by simply adding £50 more to your excess. Of course, make sure you can afford to stump up the cash in the event of an accident.

Consider your annual mileage

Are you covering a few thousand miles less annually than your insurance allows? Reducing your quoted mileage will bring the premiums right down.

The more miles you tell your insurer you’re doing, the more of a risk you are to them — meaning a higher price to pay for you. Sure, it’s hard to predict exactly how many miles we’re going to cover in a year — but if there’s noticeably more left over, don’t be afraid to cut them out of your policy.

Keep the number of named drivers down

While adding a more experienced driver to a policy may result in lower costs, adding multiple users will see it soar back up.

If someone on the policy uses the car once or twice a year — drop them from it and use a temporary cover service when they need the vehicle. Your wallet will be much better off for it.

Add an alarm system

Although most new cars are fitted with seriously good security equipment, some older models lack the modern luxury of a decent anti-theft protection system.

If your car is lacking, investing in an aftermarket alarm system with an immobiliser will result in long-run savings by way of cheaper insurance premiums — especially if you fit a Thatcham-approved system.

Opt for a blackbox policy

For younger drivers in particular, a blackbox policy can drastically reduce the annual cost of insuring your car.

Insurers offering a blackbox policy will fit a data recorder to your car allowing them to monitor your driving habits, mileage covered and where you’ve been. It may sound rather Big Brother and terrifying but as they can track exactly how you’re driving, your initial cost is reduced and good habits on the roads can lead to huge discounts at renewal.

Are the extras necessary?

Car insurers like to offer plenty of extras alongside the standard policy to give buyers more cover — but these come as an extra cost.

While things like breakdown and courtesy car cover sound like a smart addition, these can often be found cheaper elsewhere rather than alongside the policy — while extras like cover while driving abroad may be totally unnecessary.

Garage your car

If you’ve got a garage that can fit your car, but it’s instead filled with bicycles, dog toys and Venga Boys records, it might be time to clear it out.

Securely parking your car in a garage makes it a much safer prospect in the eyes of insurers as it’s out of the eyes of potential thieves and clear of any potential damage while parked. This means your premiums could tumble.

Similarly, if you can park in a secure area at work, letting your insurer know can bring the price down too.

Pay annually — if you can afford to

Monthly payments are convenient — it means you can spread the cost over a year, which can be a great option for those on a budget.

The total price when paying monthly is often noticeably higher than paying the annual insurance in one lump sum, though. If you can afford to pay for a full year’s cover in one — you’ll save a lot in the long run.

Of course, only do this if you know you can afford to. Taking out bank loans or using a credit card will end up costing more than a monthly direct debit.

Take a Pass Plus course

Pass Plus courses are great for any motorist — new or old. If you’re fresh on the roads, it can give you more in-depth experience behind the wheel while still having the safety of a qualified instructor in the passenger seat. Those with more experience can still take a Pass Plus and refresh themselves on the rules of the road and eradicate any bad habits.

Insurers recognise the benefits of Pass Plus courses and offer discounts for those who have taken them. You’re a safer and more experienced driver in their eyes, making you less of a risk.

Don’t be afraid to shop around

As convenient as it may be to head onto a price comparison site and pick the cheapest deal from there for your insurance, it’s not going to save you much money.

Use that as a starting point, and then don’t be afraid to pick up the phone. Tell one insurer of another’s prices and see if they’ll offer a better deal — and if they do, go back to the first and let them know. You could knock hundreds of pounds off your premium with an hour of calls if you’re savvy enough.

There are very few car manufacturers with models that appeal to every type of motorist – more often than not, they find a customer base and stick to it without straying into new territory.

However, there have been occasions when manufacturers make a radical leap towards an entirely different sector . These are nine of the cars we never expected to see from the companies that built them.

Vauxhall VX220

In spite of occasionally making hot VXR and GSi versions of its hatchbacks and saloons, it’s fair to say that Vauxhall wasn’t a company you’d have expected to launch a mid-engine sportscar in the late-90’s. It’s probably also fair to say that we can’t imagine it happening today either.

However, in 2001, the Vauxhall VX220 was born. The car was developed by Lotus on the same chassis as its S2 Elise, and was rather potent as a result. With just 7,000 cars sold between three then GM-owned brands, the VX220/Speedster is rather more rare than its Lotus cousin, though sadly no more desirable.

Kia Stinger

While the Stinger represents a natural progression for Kia after dabbling in performance-oriented cars – think GT versions of the Cee’d – it’s still surprising to see a full-on sports car from the Korean manufacturer.

By all accounts, the brand’s engineers have made a very solid first attempt with the Stinger. Hopefully, it points towards a bold new future for the firm, with practical models sharing the spotlight with some exciting new prospects.

Lotus Elan (M100)

The original Elan was a wonderful example of the philosophy held by Lotus – it was simple and low on power, but made up for that with lightness and handling prowess.

The 1989 Elan revival was a rather different proposition. The handling was still great, and at 997kg it was pretty light. However, one bizarre choice put the car in a bad light from the start – it was front-wheel drive.

While the car wasn’t bad, it came out in the same year as the legendary Mazda MX-5, which was far more loyal to the original Elan recipe. For that reason alone, it was doomed from the start.

Mercedes CLK-GTR

The late 90s bred several extreme hypercars due to the existence of the GT1 racing regulations. These loophole-filled rules gave manufacturers cause to build prototype race cars, make a handful with licence plates and then enter them as ‘production-based’ cars at Le Mans — and the Mercedes CLK-GTR might just be the best of them.

While styling from the standard CLK was just about evident, a V12 engine sat in the middle of the car, and overall, the shape was certainly more low-slung hypercar than anything in every sense aside from the familiar Mercedes grille.

Mercedes had made teases in the direction of supercar and hypercar production in the past, but actually seeing it come to fruition was a welcome surprise.

Porsche Cayenne

A firm that had so long been known for producing class-leading sports cars and extremely successful race cars had no right to build an SUV, surely? Well, that’s exactly what Porsche did.

The Cayenne has since found a secure home in the German manufacturer’s range, but it was a surprise to see Porsche produce it at all. It proved a seriously good move for them though, sparking a trend of sports-focused SUVs that remains stronger than ever today.

Aston Martin Cygnet

By 2011, Aston Martin had firmly carved out a reputation for grand tourers and front-engined sportscars. As such, there were more than a few raised eyebrows when the Cygnet went on sale.

A Toyota iQ with the looks and interior of an Aston Martin, the Cygnet was a stark contrast from the rest of the manufacturer’s range.

The car was a way for the luxury firm to comply with 2012 average fleet emissions regulations imposed by the EU, and owning one would set you back more than £30,000 — three times the cost of a regular iQ.

Unsurprisingly, the Cygnet’s production run only lasted two and a half years and Aston Martin refuses to divulge overall sales figures.

MG XPower SV

The final years of MG and Rover were a strange time. Money was in short supply, and the majority of its models were approaching a decade on the market — if they hadn’t already surpassed that milestone.

However, there did seem to be a lot of ambition left in the workshops even if there wasn’t a lot of capital in the accounts.

The SV was supposed to be an MG supercar, though in reality was closer to a muscle car — mostly thanks to a Ford Mustang engine under the bonnet. The car was based on the Italian Qvale Mangusta, and despite aping the rest of the MG range for its front-end styling, we think it was a pretty good-looking car.

Ultimately, the money ran out for MG, but only after they put out a car no one ever expected to see from them and very few people bought…

Volkswagen Phaeton

Volkswagen made some slightly odd choices during the 2000s. Despite owning Lamborghini and Porsche, its luxury brand Audi began making supercars, for example.

However, what was potentially even more puzzling was the decision to produce an upmarket luxury saloon under the VW marque, despite the long-term ownership of Audi and the recent purchase of Bentley.

The result was the admittedly highly impressive Phaeton. Its top-end 6.0-litre W12 engine was nothing short of phenomenal, though quite obviously identical to the engine found in Bentley’s Continental GT and Flying Spur, as well as the Audi A8.

Ultimately, the Phaeton failed to sell in the numbers Volkswagen had hoped, ending its lifespan with just over 80,000 rolling off the production line in 15 years. 

Lexus LFA

Staid and sensible Lexus had carved out a reputation for building comfortable and reliable cars, and the focus was on customer service rather than building the ultimate driving machine.

The only slightly ‘sporty’ car in its range was the SC430 – far more a boulevard cruiser than a back-road blaster.

But in 2010, that all changed with the introduction of the LFA. Here was a boldly-styled supercar with a screaming V10 engine. So exacting were the engineers, the car was totally redesigned to accommodate full carbon-fibre construction – halfway through the development process.

The LFA was a bellowing, fire-breathing car engineered to the edge of perfection; no one would have believed that Toyota’s luxury brand would have been responsible for such a thing 10 years earlier.