Category: News

Porsche has been cracking down on sellers of knock-off goods in a bid to protect its brand — uncovering a mix of fraudulent items in the process.

Last year, the German firm claims to have confiscated over 200,000 items unofficially bearing its branding — said to be worth almost €60m (circa. £55.1m). Of those, 33,000 are said to be spare parts for its cars.

It’s these parts that are of most concern to Porsche, including critical safety items such as airbags and brake discs, and the firm wants to prevent them being fitted to its cars. Thomas Fischer, a member of Porsche’s Brand Protection team, said: “This is where things get dangerous. These spare parts are neither tested nor approved. It goes without saying that we want to prevent products like this ending up in our cars.”

Other items confiscated have included merchandise items like t-shirts, caps, posters and the like — though there are more bizarre discoveries, such as Porsche badge-shaped erectile dysfunction tablets.

The firm called out online retailers such as eBay, Alibaba and Amazon for making the practice of selling counterfeit goods relatively easy and has estimated around 80 per cent of fake products are sourced from China.

Michaela Stoiber, another member of Porsche’s Brand Protection team, said: “Sometimes the counterfeits are quite obvious. The products are far cheaper than normal, or the Porsche emblem has been poorly copied. We sometimes also find that a different animal is shown in the centre of the logo. For example, instead of the Porsche horse, it could be a sheep standing on its hind legs.

“Our goal is always to locate the source. Once we have found it, we inform the local authorities to take the necessary steps there. This collaboration generally works very well.”

There’s something special about the great outdoors. Fresh air, wide open spaces and the freedom to move about wherever you like – there’s a lot to like. But what if you need a car to take you out to the wilderness and beyond?

Fortunately there are plenty of cars currently on the market which are angled towards those who want a more active, outdoor-oriented lifestyle. Let’s take a look.

Ford Ranger Raptor

With rally-spec suspension and the ability to go here, there and everywhere, the Ford Ranger Raptor is ideally suited to life outdoors. It’s rugged, solidly built and, thanks to a biturbo diesel engine, won’t need fuelling up too often.

It also looks the part, with big flared arches and a grille large enough to swallow entire towns whole.

Skoda Kodiaq

Skoda’s seven-seat Kodiaq is a great choice for adventurers who want to bring the family along. Spacious and well-made, it’s got more than enough room for camping equipment, chairs and barbecues while Skoda’s expansive range of features and fittings mean you can expand its practicality even further with roof boxes and cycle racks.

In addition, a decent four-wheel-drive system available means you shouldn’t get stuck when things get tricky, either.

Suzuki Jimny

Given its Tonka toy-esque styling, it’s hard not to be swayed by the little Suzuki Jimny from the off. But it backs those looks up with genuine off-road prowess a decent – if rugged – build quality. Yes, it may not be the most practical of cars, but pack light and the Suzuki will see you through.

Thanks to its compact size, it’ll be ideal for nipping through tight spaces – either in the wilderness or the urban jungle too.

Land Rover Discovery

Land Rover’s go-anywhere Discovery has been the choice of adventurers for many years now, owing to its off-road abilities and relatively strong reliability. The latest car may be more tech-laden than ever, but this doesn’t make it any less capable when it comes to tackling rough ground.

Seven seats mean it’s practical when it comes to moving people too, while an efficient range of diesel and petrol engines allow for more spent time exploring, and less time at the fuel pumps.

Jeep Wrangler

The Jeep Wrangler could be one of the best-suited cars for adventuring in. It’s tough, rugged both inside and out and built to be able to conquer the worst conditions possible with minimal fuss. It also – in our eyes at least – looks fantastic, with big, brash styling touches across the board.

Want even more adventure capability? Then hold fast for the Gladiator, a pick-up version of the Wrangler due in the UK soon.

Hyundai Kona

Having a vehicle capable of matching an outdoorsy lifestyle doesn’t mean having to splash loads of cash. Take the Hyundai Kona, for example, a car that competes at the very top of the ever-growing crossover game.

It has the wannabe off-roader looks, but under the skin lies the ability to genuinely take on some rougher terrains — perfect if you’re looking to head off the beaten path. We’re not saying it’s an ideal greenlaning vehicle, but it’s great for weekend lakeside adventures.

BMW 3 Series Touring

You can’t go far wrong with an estate car, can you? The BMW 3 Series Touring has consistently been the pick of the bunch, and the latest version is no different. Well-made, practical and featuring a range of strong petrol and diesel engines, it’s a great choice for those who want to go off an explore, but do so in plenty of comfort.

Need a little more traction? Then there’s an all-wheel-drive xDrive version, better suited to dealing with slippery conditions.

Subaru Outback

If there’s one thing Subaru should be known for, it’s its ability to make proper off-roaders. We don’t just mean its blue and gold championship-winning rally cars either, with the firm proudly boasting how capable all of its all-wheel-drive vehicles can be.

We’ve picked the Outback crossover for this list — which may lay claim to being the most capable go-anywhere car in a segment that’s full of wannabe rugged lookalikes. A generous 512 litres of boot space means it’ll swallow a lot of gear too.

Mercedes G Class

Though the Mercedes G Class may be the dream car of many Premier League footballers, it still has the credentials to be a truly rugged and capable vehicle.

Originally designed for military use, the G Class has recently undergone a total overhaul that brings modern refinement, technology levels and safety to the big German — but still has the know-how to conquer a mountain if you so choose. Maybe stay away from the AMG variants if you don’t fancy taking ultra-expensive alloys rock crawling, though.

Volkswagen California

There are very few vehicles as iconic as a Volkswagen camper, and for good reason. For generations, the VW home-on-wheels has been a symbol of road trips, cruising and exploring the world — so it’s no surprise that the adventurous types still buy them in droves.

In its latest guise, the Volkswagen California is its most high-tech yet — boasting a plethora of luxury equipment designed to make driving that little bit easier. It still retains its versatility, ability to play holiday home to a small family and of course its iconic two-tone livery too.

Tesla has revealed that it will be offering free unlimited supercharging with any purchase of its Model S or Model X vehicles.

Despite being a service that chief executive Elon Musk previously called ‘unsustainable’, the introduction of free charging for Tesla’s top-end models will mean thousands of pounds in terms of savings for owners.

Though little information has been released regarding the details of the offer – and just a tweet via Tesla’s official Twitter page to confirm it – it’s likely that the move has been made in order to re-energise sales of both the Model S and Model X cars.

BREAKING: All new Model S and Model X orders now come with ⚡ free ⚡ unlimited ⚡ Supercharging ⚡

— Tesla (@Tesla) August 3, 2019

The announcement follows on from larger than expected losses by the American manufacturer, which posted losses of $408 million (circa. £327m) during the second quarter of 2019, despite record deliveries of its cars.

At the end of July Tesla announced that it delivered 95,365 cars and produced 87,048 cars in the first quarter of the year – an increase compared with 91,000 and 86,000 respective units in the final quarter of 2018.

Tesla’s network of electric car charging points is one of the most widespread in the world, with 290 superchargers located in the UK alone. These are backed by more than 550 Tesla destination chargers, which allow owners to top up their batteries at the end of their trip – albeit at a slower rate than the superchargers.

Modern Mini loves to trade on its British heritage. The BMW-owned firm’s cars all have retro-inspired styling that nods to its diminutive predecessor, while each of its variations has a name inspired by similar versions of the classic model.

One such example is the Mini Clubman, which in its most simple form is an estate version of the familiar hatchback model. However, what makes it unique is the van door-like rear opening, which is both useful, practical and characterful.

True to form, though, this isn’t a modern innovation. The Clubman first arrived on the scene back in 1969, when Mini was owned by British Leyland. Car designer Roy Haynes was tasked with freshening the Mini up, introducing a squarer front end design.

As part of this model refresh, the Mini Clubman Estate was introduced, replacing the Traveller and Countryman names of previous Mini wagons. When BMW marketers needed a name for their new retro-inspired Mini estate, they opted for Clubman, because they didn’t have the rights to the names of the original estate models – though an SUV would later emerge called Countryman.

By the time the Mini was replaced by the Austin Metro in 1980, 197,606 Clubman Estates had been sold, compared with 275,583 standard Clubmans.

Fast forward to 2007 and Mini, which had seen success with the totally new Mini hatchback since 2001, expanded the range with the Clubman estate. Contemporary reviewers praised it for keeping the fun-to-drive characteristics of the hatchback, while adding plenty of practicality.

At launch, it stood alone with no direct rivals – this was before the age of niche-filling variations flooding the market. The idea of a small family car also being offered as an estate was a fairly alien concept, but the Clubman was clearly ahead of its time, with most modern cars now available in multiple variations of size, shape and performance.

The second-generation Clubman recently underwent a refresh, receiving minor styling changes that included Union Flag taillights. The biggest change is seen in the John Cooper Works performance model, though, which has had power increased to 302bhp to make it a proper practical ‘hot hatch’ rival.

The Mini brand has endured a lot of change over the years, and the introduction of the Clubman estate has proved a master stroke by BMW. It might not be its best-seller, but it cements the firm’s position as offering quirky, genuinely interesting models at a time when most of the market has been homogenised.

It’s easy to see how the Mazda MX-5 became such a huge seller – affordable top-down motoring in a fun-to-drive package isn’t easy to come by.

However, what can’t be explained through looking at numbers on a spreadsheet is just what caused the Japanese roadster to become a cult icon. Even today, in its fourth generation, the MX-5 inspires its owners to fall in love, while others still worship the original models.

That’s why we jumped at the opportunity to get behind the wheel of all four generations of Mazda MX-5 in the rolling hills of the Cotswolds…

First-generation Mazda MX-5

First revealed in 1989, the original MX-5 set out to prove that the world wanted an affordable convertible sports car experience, at a time when even Mazda’s bigwigs needed a bit of convincing.

Fortunately, they were swayed, and the roadster hit the market to a rapturous reception. Looking at the performance figures now, they don’t make for overly exciting reading – the 1.6-litre, four-cylinder engine in our test car makes just 114bhp, but thanks to a weight of just 955kg, 0-60mph takes a respectable 8.3 seconds. A 1.8 with 130bhp was also available.

Straight line sprints are the antithesis of what this car is about, though. Its character comes from its lightweight, nimble nature, further aided by the front-engine, rear-wheel drive layout.

With the roof thrown back and the high summer sun roasting my arms, it’s immediately clear why 90s motorists fell in love. As the road curves between tall trees and the warm air blusters around the cabin, occasional shade offering welcome relief from the heat, I can’t help but smile. The MX-5 responds immediately to your steering inputs and darts through turns eagerly.

Despite its relative lack of power, the engine never feels lethargic, and is always eager to rev with a raw accompanying soundtrack. Compared with the sanitised, safety-conscious models of today, it’s refreshingly simple.

Second-generation Mazda MX-5

The original is always the benchmark, and so it was important to get that done first to give myself some context. That’s especially important here, because one of the few criticisms levied at the MX-5 over the years is that later models lost the lightweight, fun and fizzy performance of the early car.

So, as I jump into the second-generation model, I’m intrigued to see how it compares back to back, and the early signs are good. This is a 1999 model in Innocent Blue Mica, its 1.8-litre, four-cylinder engine making 138bhp.

However, on paper it’s barely any faster than the original, because that modest power hike is cancelled out by an increase in weight to 1,100kg.

Out on the open road, though, that extra weight is almost welcome. At just over a tonne it’s still incredibly light, and coupled with almost a decade of engineering progress, it feels much more sure-footed on the bumpy B-roads.

What you lose in sheer urgency of response, you make up for in increased confidence, meaning it’s easier to carry more speed through a corner without losing any of the thrills. Purists might bemoan the weight gains, but to an outsider, the second-generation still retains that unique purity of performance.

Third-generation Mazda MX-5

The jump from second to third generation feels massive. The styling looks much more modern, the metallic paint shimmers in the midday sun, but most of all, the interior is night and day better than its predecessor – though we are comparing a late third-gen with an early second-gen.

Again, some purists and MX-5 aficionados might scoff at this car, which is heavier again at 1,115kg, but remove emotion and it’s objectively better in almost every way.

Beneath the curvy bonnet sits a 2.0-litre, four-cylinder engine with 158bhp, which aids a 0-60mph time of 7.7 seconds and a top speed of 136mph. In everyday driving, thanks to the improved interior and this 25th anniversary edition’s hardtop, it’s quiet and comfortable.

But put your foot down and there’s enough fizz from the engine to spin the speedo round to the fun numbers, with this third-generation model being the most confidence-inspiring of the lot.

However, it’s also the least fun. While the second-generation model manages to marry progress with the spirit of the original, this third-generation model feels a bit too soft. A bit too numb in its responses. It’s capable, but it lacks that sensation of oneness with the car, where every firing of fast-twitch muscle fibre translates directly to the car.

If it wasn’t the hottest day of the year, I’d grab my anorak, because I’ve become one with the nerdy forum dwellers…

Fourth-generation Mazda MX-5

So, here we are, back in 2019 with the latest iteration – a 30th anniversary special edition. Driving this immediately after having my own journey through three decades of MX-5 is almost poetic.

The latest generation was introduced in 2014, with Mazda keen to show it had gone back to its roots, benchmarking the new model against the original.

The key here is weight – impressively, at less than 1,100kg, the 2.0-litre we’re testing is lighter than the second generation, while the 1.5-litre entry level model dips just below a tonne in soft top form.

The 2.0 has a healthy 158bhp, just like the third-generation car, but because it’s so much lighter, it’s much quicker to respond to your inputs. It’s clear that Mazda’s engineers spent a lot of time instilling the original’s character into the new model, while still retaining the comfort and assuredness of later models.

Driving multiple generations of such an iconic car in one sunny afternoon was a great way to properly understand just how and why these cars wormed their way under people’s skin. And the fact Mazda listened to criticism to build a new version that’s a highlights package of its predecessors should be commended.

It’s hard to ignore the meteoric rise of the SUV. Step into any new car dealership, and you’ll find a forecourt awash with high-riding vehicles of all shapes and sizes. There’s a reason for that – people simply can’t get enough of them.

But is there another way? Is there, perhaps, a type of car which can do everything that an SUV can do, but better? We think the humble estate car is just such a vehicle – and here are five reasons why.

Driver involvement

Yes, an SUV may deliver the high-riding, king-of-the-road driving position that many people love, but they simply can’t offer the same level of driver involvement that you’ll get from an estate car.

Find your favourite twisty b-road, and it’s highly likely that you’ll have more fun on it driving an estate rather than a four-wheel-drive.

Space

Many SUVs give drivers the option of seven seats, and though on the odd occasion an estate car has also been able to seat seven, we’ll admit that they aren’t best suited to this use. However, where an estate can usually match an SUV is load area.

Because of the way they’re packaged, it’s likely that an estate will offer more than enough boot space for most occasions and, should you need more, almost all have the option to fold the rear seats flat.

Looks

We’ll admit that the imposing looks of an SUV can be appealing at times, but there’s something to be said about the way an estate car is designed – particularly when it’s hiding more performance than you’d expect.

Of course, thoughts about a car’s appearance are down to the individual, but we’d always argue that there’s something pretty cool about the way an estate looks.

Efficiency

It’s true that SUVs are becoming more efficient and that, for the most part, the time of big, thirsty four-wheel-drives is behind us. Off the bat they’re more efficient, with a lower profile and therefore a better drag coefficient.

Plus, because they’re lugging around less weight, estate cars will often use up less fuel than an equivalent SUV There are exceptions, of course, with powerful petrol estates still able to chew through fuel as well as their off-road rivals.

Variety

They say that variety is the spice of life and, when it comes to estates, that’s certainly the case. Though nearly every manufacturer does an SUVs these days, they also tend to offer an estate – so there’s plenty to choose from.

They’re not all huge, load-lugging leviathans too. There are plenty of compact estates on the market for those who want a little more practicality but without a huge increase in size.

As more cars are getting more technologically advanced, so do their infotainment systems. To some, it may look like form over function, but here is our guide to some of the best systems around.

BMW iDrive

BMW’s iDrive was one of the first infotainment systems to be fitted to any car. First seen back in 2001 on the 7 Series, since then there have been many updates and improved versions of the system. It features a rotary swivelwheel which allows the driver to control the settings such as the vehicle’s sound system, bluetooth, sat-nav, voice-control, interior lighting/ambience and the reversing camera/park assist.

You can also use the controller as a mouse to input your destination into the sat-nav. There is also an array of buttons, known as short-cut buttons, to finding what the driver wants in a shorter space of time a bit easier – features such as navigation, audio, car set-up and telephone can all be accessed. The short-cut buttons make the BMW’s iDrive system more user-friendly.

Mercedes MBUX

The MBUX system from Mercedes-Benz has four different ways to operate the infotainment system. You have a touchscreen, steering wheel-mounted pads, a touch-pad and voice control. Saying ‘Hi Mercedes’ activates the command which allows you to control the infotainment system by voice alone.

You can control the car’s climate control system, navigation, radio stations and you can play services such as Spotify from your phone to the car too. The two mounted steering wheel pads control different functions; the left gives access to the central infotainment system whereas the right pads controls the driver’s information binnacle.

Audi MMI

The MMI system fitted to Audi’s cars is a dash-mounted display that is controlled via a touchpad or buttons depending on the model. The system also includes digital dials on higher specification variants, which Audi calls ‘virtual cockpit’. This incorporates a large screen where you would traditionally find the analogue gauges. Meanwhile the traditional instrument cluster have been replaced with more modern digital dials.

You can upgrade the MMI system to receive live traffic updates, 3D graphics and the sat-nav enables Google Map compatibility. The MMI system also features Android Auto or Apple Carplay depending on the model.

Ford Sync 3

The Ford Sync system enables drivers to have an enjoyable driving experience while being kept safe and connected. The latest version, Sync 3, is available with either a 6.5’’ or a 8’’ touchscreen allowing you to input your destination, make calls and control the entertainment system.

The system also features an SOS alarm, causing the emergency services to be called if you have the misfortune to be involved in an accident. The system knows this and will dial 999 automatically. You can also make speech commands such as ‘I’m hungry’ and the system will work out via your precise location and find the nearest cafe or restaurant.

Toyota Touch & Go 2 Plus

Toyota’s Touch & Go has been around since the third-generation Yaris. Now known as Toyota Touch & Go 2 Plus, you can find it in nearly every new Toyota. It features coloured 3D maps, Bluetooth connectivity, reversing camera, voice recognition, text-to-speech and even speed camera warnings. You can also find the nearest restaurants, golf courses, petrol stations and your Toyota dealer via the touchscreen menu.

Volvo Sensus connect

The Sensus connect is Volvo’s user interface that controls various features of the car. There are a variety of different parts that make up the infotainment system. Volvo ‘On Call’ allows you to have a Wi-Fi hotspot to enable better internet connection in your car, while the centre display is a touchscreen mounted portrait on the dash like a big tablet.

Seat Full Link

Seat’s Full link system has Apple Car-Play, Android Auto and MirrorLink available to give buyers full connection between the car and the driver’s smartphone. The system allows the driver to fully connect their smartphone via the car’s infotainment system.

The SeatDrive app is also available, and this can check for your vehicle’s next service, the closest dealership and your vehicle’s status.

Author: Cameron Richards

Manufacturers often name cars in order of size to keep things simple and recognisable. For example, Audi has its A series comprising of hatchbacks, saloons and estates, and its Q series too (SUVs), and BMW’s models follows a similar format. Sometimes, however, despite the simple structure, the firm has so many offerings that the system can become confusing.

Take Mercedes-Benz. Its cars go alphabetically (with Class added on the end), so in theory, the further down the lettering you go, the larger the vehicle. But then how do you explain the GLC and SL-Class? It can be overwhelming, which is why we have everything laid out for you here.

Although this will be simply focused on standard Mercedes cars, it must be said that the company also offer AMG performance models and are beginning to introduce a range of electrified vehicles under the ‘EQ’ naming, which will only serve to differentiate the overall naming structure further.

Standard models

Anything ending in ‘Class’ is just the standard variant of the model. For instance, the A-Class is a hatchback and the smallest car in the range, the B-Class is a slightly larger hatchback, and then you get into the saloons such as the C-Class, E-Class and S-Class – each model bigger than the last.

With the C-Class and E-Class, as well as saloon variants, there are also estate, coupe and convertible versions too, so watch out for that. Another oddball in all this is the G-Class, which is a retro-styled SUV that should have ‘GL’ in its name if it were to follow the rest of the naming structure.

CL

Mercedes-Benz cars badged ‘CL’ before another letter are four-door coupe versions of other cars. The C-Class, E-Class and S-Class Coupes have two doors so aren’t named under the CL umbrella. However, the CLA – the A-Class’s coupe counterpart – follows the structure, as well as the CLS.

There is one thing to mention about the CLA though, and it’s not to mix it up with the A-Class Saloon. These two are fairly similar, but the CLA is a tad sleeker and more of a separate model than a variant of the regular four-door version of the hatchback.

GL

‘GL’ is what Mercedes-Benz gives to its SUVs. Anything with GL before another letter, basically means that it’s an SUV version of the model. For example, the GLE is an SUV based on the E-Class. The same can be said for the GLA, GLC and GLS.

Some of these models can be had as ‘Coupe’ variants as well – these get a sloping roofline that eats into boot space a tad but is considered more stylish. They also aren’t given the CL name like some other four-door coupes in the line-up. Another thing to note is that, like mentioned before, the G-Class is an SUV but doesn’t fall under the GL naming.

SL

Mercedes gives its roadsters the ‘SL’ title – currently there are just two, the SLC and SL. They’re both two-seat drop tops, with the SLC being smaller one, compared to the lavishly large SL.

Other convertibles like the C-Class, E-Class and S-Class Cabriolets aren’t given the SL name and are four-seaters, so just remember SLs are two seaters, while Cabriolets are four.

Numbering

To narrow down the model to its specific model variant, Mercedes uses numbering. These used to relate to the engine’s displacement, such as a car having 200 on the end of its badging meaning there’s a 2.0-litre powerplant under the bonnet. Over the years, however, it’s gotten a bit complicated and things have changed, so you can’t rely on this formula anymore.

An easy way to go about it is just to think the higher the number, the (sometimes) bigger and more powerful the engine. So, an A 250 will be quicker than an A 180 in terms of the A-Class range. The only exception to this is when you get to the AMG models, which go from three digits to two. Finally, if it has a ‘d’ in the name, that means it’s a diesel.

Author: Oliver Young

Entering your car into an auction can be a daunting experience – especially if you’ve never done it before.

So it was with some trepidation that I prepared my beloved Peugeot 205 GTI 1.9 for sale at this Saturday’s (August 3) Classic Car Auction.

I’ve owned the 1992 model since 2013 and over the following years embarked on an extensive refurbishment of the iconic French hot hatch.

It was a project that was well documented, forming a series of articles which detailed the incredible bare metal respray undertaken by experts Fix Auto, a paint specialist in Hampshire.

I originally bought the car from a mechanic friend for £1,200, but since then it has had hundreds of man-hours of work to restore the paint to pristine condition and overhaul it mechanically.

I found new parts for it on the shelves of some old Peugeot dealers in France – the only place to find them, as most bits had gone out of production a long time ago. New headlights, spot lights and that little red trim that runs around the bumpers were all found hiding in the back of rundown dealerships in rural France.

Since then, I’ve rarely used it. If I’m honest, I’ve been far too worried about damaging the paintwork, such was the stunning finish the paint experts had achieved. It made driving it a nail-biting experience as I worried about a stone chip ruining all the good work.

So a few weeks ago, when the MOT was due, I realised that in two years I had covered the depressing sum of just 149 miles and decided it was time to find it a new home.

Hammer time

There are a number of different avenues available when selling a classic car. The usual route is a traditional classified listings on popular websites such as Auto Trader, but before you start you need to decide on a price.

And that’s the problem with classic cars – they’re only worth what someone is willing to pay, so working that out before you start is hard, and often impossible. Plus, classic car buyers don’t search in the usual places.

That’s why auctions are a good alternative. You’re probably familiar with online versions, like eBay, where a good description and pictures can help you achieve a decent price. It’s arguably the easiest way to auction your car and it will find a market value quite easily.

The alternative is a physical auction, but these are often overlooked by sellers. That’s why for the sale of my Peugeot I thought I’d give it a go.

I’m selling my Peugeot 205 GTI 1.9 next Saturday in the @classiccarauc. It’s covered 149 miles in two years so decided it should go to someone who’ll use it like it was supposed to be. View the listing here and register for bidding. No reserve too! https://t.co/kn3IiAW3PF pic.twitter.com/pjro0UtJpZ

— James Baggott (@CarDealerEd) July 28, 2019

Classic Car Auctions run several events a year around the country and I got in just in time for the August 3 sale at the Warwickshire Events Centre, near Leamington Spa.

Placing the car in the sale was a relatively painless process. I filled out an online form with as much detail as I had, submitted some professional pictures I’d taken over the years, and paid the £150 submission fee. A few days later, my car was listed on the website – the first lot in the auction – and with no reserve.

I’ll pay five per cent of whatever the car sells for to the auction house and as part of the sale they’ll advertise it online and in the catalogue, as well as help prepare it on the day.

Expert opinion

I caught up with TV’s Mr Wheeler Dealer, Mike Brewer, at the Silverstone Classic car event at the weekend and asked his opinion on auctions, like this one.

“I’ve bought a car from the Classic Car Auctions myself and they’re great sales,” explained Brewer.

“Your car is the first lot, which isn’t great, as it takes people a while to get into the swing of things. However, it’s a great refurbishment, looks stunning and the sales get a lot of interest.”

And with that advice he offered me £6k to take it off my hands there and then. I politely declined.

I still don’t know what the car will go for. I’ve decided if it’s less than £5,000 I’ll buy it back myself and have registered as a bidder just in case.

Nick Whale, boss of Classic Car Auctions, said: “It seems mad to enter a car with no reserve but it gets people interested. You can always buy the car yourself if you think it’s going for too little – it’s a great fail-safe.”

What’s it worth?

Just how much the Peugeot will make is hard to work out. I’ve been following auctions over the past few years for 205 GTIs and some have made impressive money. But then it all depends on how the buyers on the day are feeling.

Brewer added: “Classic cars are hard to price as it really depends on the buyers in the room. If someone really wants your car they’ll be prepared to pay for it and if there’s a bidding war it can push the price up.

“I’ll be interested to see what it goes for.”

Ahead of the sale on Saturday, I’m busy preparing the GTI. I’ve had a fresh MOT added to it and a little bit of work to get it fettled so she’s running sweetly.

I’m giving it a full valet at the auction site too, including a machine polish, so it really stands out in the sale, and have packed all the history neatly into a folder, including the two magazines whose covers it has graced and the book in which it featured.

I’m hoping all this care and attention will go down well with the buyers – but I’ll have to wait until the weekend to find out for sure… or I could be driving the car back home with me.

The main thing that attracts humans to speed is adrenaline; the rush of watching the scenery fly by at an ever-faster rate. It’s because of this that those who seek this thrill are often called adrenaline junkies, or dare devils.

Not only is the past time of pursuing pace an adrenaline-fuelled one, but it also rather dangerous. And as a result, extreme cars are often named to add a sense of gravitas, often citing the Land of Lucifer; if race tracks are your heaven on earth, hitting the barriers is probably hell, after all.

These are the best cars named after the Devil, his grounds and all of his friends.

Dodge SRT Hellcat

When a new wave of muscle cars arrived in the mid-2000s, there were quite a few enthusiasts who felt they simply weren’t powerful or raw enough. Dodge’s Challenger was one of the cars that received critique, which the boffins at the brand’s performance arm SRT clearly saw as a gauntlet.

Both the Challenger and the Charger received a 697bhp, supercharged V8 for the ‘Hellcat’ models, perhaps the most extreme performance muscle cars of all-time… for a while.

Lamborghini Diablo

Lamborghini’s cars always seemed a little possessed, lairy and demonic given the chance, so why not skip the pretence and name one after the devil?

The 1990 Diablo – devil in Spanish – was the result of this line of thinking, and it has since gone down as one of the most brutal, off-the-leash Lamborghinis ever built; a title it is unlikely to lose any time soon.

Who’d have thought that a little over 25 years later, the company naming cars after the devil would supply a Huracan to the Pope?

Lister LFT 666

If you’ve ever so much as seen the first five seconds of a horror movie trailer before you can skip the ad on YouTube, you’ll know that the number 666 has some satanic connotations.

Lister decided that this steroidal take on the Jaguar F-Type should not only be branded with that number, but also pack a 666bhp punch.

If you’re hitting the road in one of these, maybe pack a cross just in case.

Radical Rapture

Ah yes, the end of days. If you’ve ever wondered whether you’re destined for heaven or hell, rapture will apparently be the day you find out.

When Radical decided to take its track day prowess and put it into one of the year’s most extreme road cars, perhaps it was only natural to name it after the day of reckoning? Either way, it’s expected that the Rapture will live up to its name, offering edge of seat thrills on road and track.

Dodge Demon

It takes a brave engineer to look at a 700bhp muscle car and say “I think more can come out of this”, but clearly someone at SRT thought exactly that.

The result? The 840bhp Challenger Demon, the most notorious grim reaper for tyres to come from a production line in many a year. Thanks to a wide body kit, the Demon is as imposing as it is loud and fast; expect your kids to check under the bed for this one at night.

Hennessey Exorcist Camaro

The team at Hennessey are now known for sailing against the wind, and squaring up against some of the world’s top manufacturers.

After Dodge came out with the Demon version of the Challenger, Hennessey fired back with a tuned Chevrolet Camaro ZL1 designed to eclipse, surpass and dispose of the machine from SRT, with almost 1,000bhp on tap.