BMW 2800 CS: Classic Drive

Many petrolheads would love to own a 3.2 CSL – arguably the most collectable BMW of the ’70s. However, the Batmobile’s older sibling – the 2800 CS coupe – offers much the same driving experience (even if at a more sedate pace) for a quarter of the price.

The E9-series BMW 2800 CS is among the prettiest coupes BMW has ever produced; the 3.2 CSL, nicknamed the Batmobile, is more iconic, but its aerodynamic addenda might not be to everyone’s taste.

On his YouTube channel, Frank Stephenson (who designed the original BMW X5, 1st-gen (BMW-era) Mini and, oh, Ferraris and McLarens) discusses the 3 greatest BMW designs. At number 2, he names the E9, designed by Wilhelm Hofmeister (yes, he who that kink in this coupe’s rear window is named after).

I’m fortunate to have driven BMW Classic‘s pristine E9 3.2 CSL in Germany, and since then, I have often wondered what one of the non-CSL variants would be like to drive. This 1970 BMW 2800 CS has been owned by several enthusiasts and is a near-perfect example of what a “lesser” E9 has to offer.

First impressions are favourable: the BMW 2800 CS’ light exterior paint finish is stunningly contrasted by a rich, tan leather interior. The chrome beading that runs around the circumference of the car neatly encapsulates the entire design. There is hardly an unattractive angle to the E9-series BMW, is there?

The profile proudly shows off 2 of the most aesthetically satisfying features of the design: the Hofmeister kink at the base of the C-pillar, next to which sits a chrome-encircled BMW badge (also featured on the 1st-gen X2), and an uninterrupted view of the cabin thanks to the “pillarless” design (more on that later).

The front-end is dominated by that “shark nose” design, which would reach its zenith with the E24 6 Series, and the perfectly proportioned, dainty, even, double-kidney grille. The coupe’s rear reminds me of a speedboat; the bootlid tapers elegantly to the inverted drop-off, all of which mirrors the shark nose.

There is an admirable combination of elegance and sportiness to the E9-series model, and it’s one that BMW’s competitors of the time were simply unable to match.

An interior with patina & What a view!

The interior takes you back 50 years. Patina is a word that is often used inappropriately these days, but that is exactly what this cabin offers. The top half of the driver’s seat has age-related cracks and tears, but in no way does that detract from the levels of comfort or practicality that the front pews offer.

This is also the case for the leather gearlever boot, and again, it’s not something I would want to replace (if I ever had the privilege of owning a 2800 CS in this condition). The headrests are neatly mounted on a metal bar (ah, the ’70s!), which is suspended by chromed pillars that descend into the backrests.

Wood veneer features on the fascia, which extends into door trims, as well as the dial surrounds and gear knob. The woodwork is perfect and again, ties in perfectly with the other dark panels and tan interior.

Except for the seat adjustment lever embellishment and a sun visor that needs to be fitted, the cabin is complete; it feels solid and sturdy, with no cracks in the dash or signs of serious wear anywhere else. We even open the perfectly functioning sunroof.

The perforated headliner is in great condition, as is the inner lining of the sunroof (trimmed in the same material). Surveying the interior further, there isn’t a plethora of luxury features, but the ribbed rear seats are perfectly curved to keep their occupants ensconced, and all 4 windows are electrically operated.

With the weather playing along, I decide to open all the side windows and experience the closest to al fresco-motoring the E9 has to offer. The rear windows do some interesting gymnastics while they drop down into the body work. The result, especially with the sunroof open, is of a near-cabriolet experience.

Specifications:

Model: 1970 BMW 2800 CS
Engine: 2.8-litre, inline-6 petrol
Gearbox: 4-speed manual, RWD
Power: 125 kW at 6 000rpm
Torque: 235 Nm at 3 700rpm
Weight: 1 330 kg
0-100 km/h: 9.1 sec (claimed)
Top speed: 200 kph (claimed)

What is a BMW 2800 CS like to drive?

I twist the key, the engine catches, and immediately the BMW 2800 CS settles into a relatively quiet idle. At parking speeds, the non-assisted steering system requires effort to turn the wheel, but thankfully, once the Teutonic coupe’s wheels start rolling, it quickly becomes much easier to twirl the tiller.

In front of me, I have a perfect view through the wide windscreen and then over the long bonnet. Holding the thin-rimmed, deep dish steering wheel in my hands, it provides much information straight from the front wheels – there is none of the disconnectedness we often experience in modern cars.

There are only 4 gears to play with, but it takes merely a few shifts to enjoy the direct and mechanical shift action. It almost feels like “metal on metal” with just a thin film of oil between the shift mechanisms.

BMW’s M30-series inline-6 petrol engine debuted in 1968 as a direct development of its predecessor, but with some modern refinements (amazingly, it stayed in production until 1995). The M30 introduced the company’s drei-kugel-wirbelwinnen, German for triple-hemi-swirl (combustion) chamber.

The M30 was available in many capacities (up to 3.4 litres), but initially as a 2.5-litre inline-6 with a cylinder size of 86 x 71.6 mm, then followed by the 2.8-litre engine fitted to this CS with a bore and stroke of 86 x 80 mm. Fueling is provided by a pair of downdraft carburettors (Zenith 35/40 INAT).

The BMW 2800 CS produces 127 kW at 6 000 rpm and 235 Nm at 3 700 rpm. The engine code, in line with BMW engine nomenclature, is known as M30B28 (the latter half indicates the size of the engine).

The 1st thing that grabs my attention is the generous torque available from low down in the rev range. From as low as 1 500rpm, you can flex your right foot on the accelerator pedal and the car will pick up speed smoothly, even in 2nd or 3rd gear. That makes it very tractable and easy to drive in town.

Keep your right foot down, and from 3 000 rpm, the 2800 CS emits that classic BMW 6-cylinder rasp. Past 4 000 rpm, there is already some serious acceleration (well, for a 55-year-old car), and that’s with at least another 2 000 rpm to play with! Through the twisties, you need to keep the car’s weight in mind, as well as a slight delay from when the steering wheel is turned to when the car reacts to your input.

This is partly due to the plump tyres, which I’d say is a small price to pay for the fairly soft and absorbent ride quality, which suits the “grand tourer” character of the car. Tackling a multi-day road trip in this car would not be a challenge… the BMW 2800 CS is a muscular cruiser, with a loping gait and easy manner.

Weighing in at a claimed 1 330 kg and with a stated zero to 100 kph time of 9.1 sec, the 2800 CS is not a sportscar, no, but with a top speed of 200 kph, it will serenely swallow the miles on the open road.

I reluctantly snap out of my continent-crossing reverie, stop and open the luggage compartment, and am pleased to find enough space for luggage for that road trip I daydreamed about. The boot floor is trimmed in smart carpeting, while the full tool kit is still present, complete with the blue BMW cloth.

What is the BMW 2800 CS like to own?

I ask the BMW’s former owner (2005–2017) to share his thoughts on the car and what it was like to own.

“The car originally went from Germany to the UK and then came to South Africa. The car was stripped to bare metal and fully resprayed. I was very fortunate, as the only rust spot on the car was on the right-rear quarter panel close to the tail lights,” he says, adding that finding very little rust was quite a surprise, seeing as Karmann produced the E9 bodywork for BMW and didn’t galvanise or rust-proof the panels.

“This full repaint took place in 2012, mainly because I was not happy with the condition of the original paintwork. The interior, carpets and so on were all left alone.

“It’s the driving enjoyment the car offers that sets it apart for me. It’s a 1970s car that has aircon that works, a sunroof and a radio. It’s a spacious car with great visibility. Finally, the 2.8-litre motor is so incredibly smooth. These are the prerequisites of a grand tourer, together with the visual appeal that it offers. The longest trip I tackled was from Cape Town to Knysna and back, a total of about 1 000 km.”

The current owner is just as enthusiastic about the car: “For me, the BMW CS is a piece of art – I’m so blown away by the beauty of the design, I have two E9s! For me, it is about the aesthetics of the car. I think it is one of the sleekest cars available, and that is where most of my enthusiasm comes from.

“I’m selling it because I don’t drive it as much as I’d like to; I feel bad because it just sits in the garage. The funny thing is that I’m not a classic car guy, but when I came across this one, I just had to have it.”

Before I return the BMW and its key to the dealer, I page through the BMW 2800 CS’ booklets. There, neatly under the “Free Pre-delivery Check”, I find a stamp that reads “26 März 1970” by “Bayerische Motoren Werke” in München (Munich), followed by the first service at 1 000 miles, only in 1975!

Summary

“Grand tourer”, as the BMW’s owner said, is probably the best way to describe the 2800 CS. Whereas the 3.2 CSL is an unashamed sportscar – an icon that you would want to drive as hard as possible as often as possible, the 2800 CS is a calmer proposition: a sporty coupe that offers enough performance to enjoy, but has a more polished side that allows you to enjoy it more often, perhaps even every day.

Special thanks to Archive Automotive in Cape Town (thearchive.co.za) for making this drive possible.

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BMW 1 Series & 2 Series GC (2025) Launch Review

BMW has launched its 4th-gen 1 Series and 2nd-gen 2 Series Gran Coupe premium hatchback and sedan in South Africa. Although evolutions of their predecessors, the new models remain stylish and tastefully updated entry points to the Bavarian brand.

Relationships are complicated at the best of times. Discordant needs, expectations, change and baggage are like emotional speedbumps that demand careful negotiation… The BMW 1 Series and 2 Series Gran Coupe (GC), which only appeal to some markets, have a lot in common with their Mini cousins, and seem under constant threat of being axed to make way for EVs, invariably divide opinion.

Suffice it to say, BMW tested the relationship with its customer base when it began producing compact hatchbacks in the mid-Nineties and further annoyed traditionalists by adopting front- and all-wheel-drive thanks to its shared use of the large Mini platform (UKL2, in the case of the 1- and 2 Series GC) in 2014.

The BMW 1 Series predates that departure from the norm as far back as 2004, when the Munich-based brand built its 1st “glitzier version of the Golf”. Its breadvan silhouette doubtlessly furrowed a few purist brows, but at least power was sent to the rear set of wheels and an inline-6 motor still topped the range.

The BMW 1 Series has now come of age, though 21 years later, the automotive universe is a somewhat more alien place than it was in 2004, and the latest (F70) interpretation personifies that progression.

Or regression, if you are 1 of the very few remaining die-hards who still lament BMW’s decision to ditch rear-wheel drive for its compact cars… or spin the models from a platform that underpins Mini products.

BMW 2 Series GC front three-quarter view

Stylish, if challenging, exterior execution

BMW SA, which launched the F70 1 Series and the mechanically identical F74 2 Series GC this week, is at pains to paint the debutants are all-new models, although in truth, they’re heavily revised iterations of the F40 and F44 models that debuted in 2019 and 2020. The body has swollen by 42 mm and 25 mm in length and height, respectively, while the wheelbase and the luggage capacity are unchanged.

More angular shapes have made their way to the bumpers and (standard LED) light clusters at both ends, along with a mishmash of somewhat confusing horizontal, diagonal and vertical lines in the grille.

Abbreviated engine line-up for BMW 1 Series & 2 Series GC

The Munich-based company has taken a chainsaw to the engine line-up, reducing it to just 2 available options: Mini’s front-wheel-driving 1.5-litre 3-cylinder turbopetrol (115 kW/230 Nm, with a claimed 0-100 kph time and top speed of 8.5 sec and 211 kph), and the 2.0-litre 4-cylinder turbopetrol that produces 233 kW/400 Nm, which is 8 kW more and 50 Nm less than before, in conjunction with all-wheel drive.

The flagships are said to sprint from zero to 100 kph in 4.9 sec and go on to top speeds of 250 kph.

These motors do duty in the 118 and 218, the 118- and 218 M Sport, plus the M135 and M235, with, of course, a labyrinthine arrangement of wallet-wilting tech, tyre and feature upgrades available at extra cost. Note, however, there is no diesel, no 128/220 variants, and no hybrid or electric options either.

So, what else is gone?

At the rear, badge spotters (South Africans do love bootlid- or tailgate lettering) will notice that the 1st letter of the range designator is larger than the remainder of the text, and may be disappointed that the long-serving i-suffix has been re-appropriated for exclusive appearance on BMW’s electric models.

The silhouette is much as before, if a little more elegant, owing to the nose section being slightly longer.

By far the most significant revisions are found inside, though. So-called (and try not to chuckle) vegan leather is standard across all derivatives, while M Sport and “35” variants get sportier suede-like trim.

All BMW 1 Series and 2 Series GC derivatives are equipped with a reverse-view camera, automatically activated headlamps and wipers, built-in satnav and cruise control. Six airbags are fitted as standard, with the M135 and M235 additionally equipped with lane-keeping assistance and a blind spot monitor.

Bye-bye, iDrive selector wheel

Gone is iDrive selector wheel; so is the conventional transmission lever, which has been replaced by a circuit-breaker-style selector; ditto any physical button (apart from on the centre console): they have all been moved to the 10.7-inch touchscreen, which is flanked by a 10.25-inch digital instrument cluster.

BMW 1 Series and 2 Series GC interior infotainment screen

This digitisation drive, owing to more parts being housed in a single component, is most likely in aid of cost-saving, and veiled as the now-tired trope of “customers demand more tech” that car companies continue to trot out while gutting cabin ergonomics to prop up their margins.

Annoyingly, that touch- or voice-based only interface includes the controls for the climate control, which, as in the BMW X1 and X2, requires you to scroll through 2 menus to adjust the cabin temperature!

BMW 1 Series and 2 Series GC interior centre console

Another (more inadvertent) cost saver was that BMW conveniently forgot to move the engine start/drive mode selector panel to the driver’s side when it configured right-hand-drive iterations of the models.

BMW 2 Series GC front view tracking shot

Interestingly, all variants have dropped the 8-speed conventional automatic ‘box in favour of a 7-speed dual-clutch unit, which is why the “35” has had to shed 50 Newton-metres compared with its forebear.

7-speed dual-clutch auto is standard

This, and other elastokinematic updates such as revised suspension geometry, stiffer anti-roll bars and a mechanical locking front differential, have made the M135 and M235 both better and worse than before.

There’s just no way of clawing back that lost torque during in-gear acceleration; the M135 (that I drove during the ride-and-drive section of the launch) felt noticeably slower than its predecessor.

On the other hand, the flagship variant feels more planted to the road than before, thanks to adaptive dampers that keep the Teutonic hatchback upright in almost all conditions, and completes its Jekyll-to-Hyde transformation in Sport mode, when it can “flex its muscles” through corners even further.

All-wheel drive isn’t a big plus

The all-wheel-drive configuration is less pleasing. There’s an excessive front-wheel bias in the torque distribution, with noticeable torque steer almost on demand, which is almost unheard of in an AWD.

The soundtrack, most of which is real (although some of it is still enhanced by the car’s audio system), is the typical turbocharged 4-cylinder warble, but at the red line it becomes thrashy – and soulless.

Combined, the AWD and torquey 2.0-litre 4-cylinder turbopetrol makes the M135 safer to drive quickly; the Bimmer would murder a slippery mountain pass. And yet it feels almost too protective or forgiving: there is no “edge” to its character. For what it offers (apart from sheer speed), it is, well, unremarkable.

That’s not helped by the fact that, apart from red marking at 12 o’clock on the helm and some weirdly-splattered M-coloured stitching over the dashboard (the one-piece sports seats are excellent, though), there simply aren’t enough visual clues inside to remind you that you’re driving the apex 1 Series.

A Volkswagen Golf 8 R, by comparison, pulls harder from the get-go and is livelier at the limit, too.

Best BMW 1 Series or 2 Series GC? 3-cylinder FTW

Balancing love and logic, it’s probably just as well, then, that if you’re keen on acquiring a BMW 1 Series or 2 Series GC, the 118 (go for the M Sport version if you can make the stretch), or 218 with its bolted-on boot, is the more attainable and convincing attempt at an entry-level BMW model.

While far from cheap, it’s all there: the best driving position this side of a Porsche 911, an overly fat-rimmed steering wheel and a solid, progressive brake pedal feel. The 218 that I drove was whisper-quiet at highway speeds with near-zero mechanical noise other than from the wind and 17-inch tyres.

What’s more, the BMW 1 Series and 2 Series GC possess a visual and emotional solidity that’s lacking in the Audi A3 and Mercedes-Benz A-Class and CLA equivalents (the latter of which it bests in the rear legroom stakes), even if the stoic Bavarian’s cabin lacks the look-at-me allure of its rivals’ interiors.

How much does the F70 BMW 1 Series cost in South Africa?

BMW 1 Series 118	R713 395
BMW 1 Series 118 M Sport	R753 395
BMW 1 Series M135 xDrive	R982 768

New BMW 1 Series specs & prices in South Africa

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How much does the F74 BMW 2 Series GC cost in South Africa?

BMW 2 Series 218 Gran Coupe	R733 559
BMW 2 Series 218 M Sport Gran Coupe	R773 559
BMW 2 Series M235 Gran Coupe	R1 043 099

New BMW 1 Series specs & prices in South Africa

Find a new/used BMW 1 Series listed on Cars.co.za

All prices (correct in May 2025) include a 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan.

Summary

For aspiring buyers looking to get into the BMW experience, the unpretentious 118 is a great entry point. It still makes you feel like you’ve won the lottery without spending all your winnings on a shiny new BMW.

It’s lightyears removed from the original 1 Series, which means to say it’s no longer lairy, but that’s not to say it’s given up any of its usability (BMW’s switch to FWD for the 3rd-gen model improved practicality), or, indeed, loveability. And since when have relationships stopped being about compromises, anyway?

Volkswagen Polo Vivo: Fuel Efficiency Tips

Keen to get the best fuel efficiency from your Volkswagen Polo Vivo? Here are a few fuel-saving tips and a look at which derivative is the most efficient…

The Volkswagen Polo Vivo is one of South Africa’s most popular passenger vehicles – and for good reason. This Kariega-built hatchback not only offers well-proven underpinnings and impressive levels of practicality but also the potential for wallet-friendly fuel efficiency.

So, how do you go about extracting maximum efficiency from this strong-selling hatchback? Here are a few petrol-saving tips, as well as a look at the claimed fuel consumption of each Polo Vivo derivative…

1. Drive Your Volkswagen Polo Vivo Smoothly

Want to eke out every last kilometre from your Polo Vivo’s 45-litre tank? Well, you’ll have to adjust your driving style accordingly. Drive as smoothly as possible, avoiding harsh acceleration (try to gradually build up speed instead) and abrupt braking whenever possible.

Learn to look ahead and read traffic conditions, minimising unnecessary acceleration and braking – and, in the process, effectively maximising in-gear “coasting”. During highway driving, we’d further suggest staying well within the posted speed limit as the Polo Vivo’s 3- and 4-cylinder engines work harder – and therefore less efficiently – at higher speeds.

Also see: Driving tips to improve fuel efficiency

2. Keep Your Polo Vivo Properly Maintained

Regular maintenance – scheduled for every 12 months or 15 000 km in the case of the current-generation Polo Vivo – is critical to any vehicle’s overall longevity. But it also plays a key role in fuel efficiency. For instance, dirty engine oil increases friction, clogged air filters restrict airflow and worn sparkplugs can result in incomplete combustion, all leading to an increase in fuel consumption.

So, even though Volkswagen Group Africa unfortunately doesn’t (currently) include a service plan in the Polo Vivo’s purchase price, make sure you keep your hatchback properly maintained. This will extend the vehicle’s lifespan and maintain its value – but also save fuel.

Also see: Car Maintenance Checks to Perform on Your Car

3. Remove Unnecessary Weight from Your Polo Vivo

Are you the type of car owner who leaves all sorts of needless odds and ends on the back seat or stowed away in the luggage compartment? Well, we’d advise swiftly removing any unnecessary clutter – particularly any weighty items – from inside your Polo Vivo. Why? Well, the extra mass has a negative impact on fuel efficiency.

Furthermore, if you have roof racks or roof boxes fitted to your Vivo, consider removing these when they’re not in use. These items not only add weight but effectively increase the surface area of your car, resulting in more aerodynamic drag and therefore worse fuel consumption.

4. Regularly Check Your Vivo’s Tyre Pressures

Tyre pressures are often overlooked in the quest for maximum fuel efficiency. But operating at incorrect inflation levels can have a marked impact on your Polo Vivo’s efficiency. Underinflated tyres can not only lead to outright failure but also create added rolling resistance. That means the engine must work harder – and ultimately less efficiently.

So, make sure you inflate your vehicle’s tyres to the recommended pressures (depending on your usage; consult the manual for exact numbers) and regularly check them. Thankfully, all derivatives in Volkswagen’s current Polo Vivo line-up come standard with tyre-pressure monitoring, giving you extra peace of mind.

Also see: Tyre Maintenance Tips

Which Polo Vivo engine is most efficient?

So, which Polo Vivo is the most frugal with fuel? Well, the naturally aspirated 1.6-litre, 4-cylinder petrol engine sips at a claimed 6.2 L/100 km when mated to a 5-speed manual gearbox. This figure increases to 6.5 L/100 km when a 6-speed automatic transmission is specified.

The likewise atmospheric 1.4-litre, 4-cylinder petrol motor, meanwhile, is lighter still on fuel, with VW listing a combined number of 5.5 L/100 km. However, thanks to its turbocharged 1.0-litre, 3-cylinder petrol mill, the range-topping Polo Vivo GT boasts the lowest fuel consumption of all. In fact, its claimed figure of 4.8 L/100 km makes it 1 of SA’s most-efficient petrol cars.

Also see: Most Fuel-Efficient New Cars in South Africa (2025)

Find a used VW Polo Vivo on Cars.co.za!

Mitsubishi Pajero Sport Facelift (2025) Price & Specs

The Mitsubishi Pajero Sport Facelift has touched down in South Africa. Here’s how much you can expect to pay, plus what’s changed?

The Mitsubishi Pajero Sport Facelift is a diesel-powered, three-row family SUV which is assembled on a ladder-frame chassis. As a reminder, it is pitched against the Toyota Fortuner, Ford Everest and recently-facelifted Isuzu MU-X.

Mitsubishi Motors SA has been pretty busy on the product front with a new-generation Triton double-cab bakkie and the Outlander Sport which replaces the ASX. The Mitsubishi Pajero Sport facelift enhancements are numerous, with the key changes occurring under the skin, but the most impressive part is the pricing hasn’t changed.

“The latest iteration of Pajero Sport is much more than a facelift, it’s further proof of how we’re recalibrating our entire range in sync with the ever-evolving automotive landscape. In an extremely price sensitive market, we are meeting customer expectations by delivering more value for money whilst entrenching our commitment to reliability, intelligent engineering and no-nonsense quality,” says Jeffrey Allison, General Manager Marketing for Mitsubishi Motor South Africa (MMSA).

Mitsubishi Pajero Sport changes

At the front, the Mitsubishi Pajero Sport facelift gets a revision to its front grille and redesigns to the front and rear under garnishes. There are new-look 18-inch wheels on duty too.

Climb inside the cabin and you’ll spot the new 8-inch fully-digital driver display, redesigned steering wheel which is said to offer a modernised driving feel and the roofliner gets a new black material for what Mitsubishi calls a premium cabin aesthetic.

Standard specification continues to be comprehensive with leather-trimmed seats, dual-zone climate control, sunroof, electronic tailgate, keyless operating system, smartphone pairing, auto levelling dusk-sensing LED headlights, front foglamps, daytime running lights, rain-sensing windscreen wipers, rear park distance control, a rear-view camera to name but a few.

In terms of powertrain, the Mitsubishi Pajero Sport facelift is powered by the 2.4-litre turbocharged four-cylinder diesel motor which makes 133 kW and 430 Nm. Power goes to all four wheels via an 8-speed automatic gearbox. The four-wheel drive derivatives continue to use the Super Select 4WD-II system with centre differential lock, offroad modes and low-range transfer case.

How much does the Mitsubishi Pajero Sport facelift cost in South Africa?

All Mitsubishi Pajero Sport models are sold with a three-year/100 000 km manufacturer’s warranty, a five-year/90 000 km service plan and five-year roadside assistance. Service intervals are set at every 10 000 km.

Pajero Sport 2.4L DI-DC 8AT (2WD)	R789 990
Pajero Sport 2.4L DI-DC 8AT (4WD)	R854 990
Pajero Sport 2.4L DI-DC 8AT (4WD) Exceed	R904 990

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Top 5 Genuine Accessories for Your New Suzuki Jimny

Keen to personalise your new Suzuki Jimny without voiding your warranty? Check out these 5 factory-backed accessories available from Suzuki dealers around South Africa…

Since its arrival late in 2018, the 4th-generation Suzuki Jimny has developed a frankly massive following in South Africa. There’s just something about the Japanese firm’s pint-sized 4×4 – in addition to its genuine off-road ability, of course – that holds incredibly broad appeal among local buyers.

Naturally, the Jimny’s popularity prompted a surge in the number of aftermarket accessories available. This includes serious 4×4 upgrades such as suspension lift kits and rock sliders, and even long-range fuel tanks. Thing is, fitting unapproved items will almost certainly void your vehicle’s warranty.

So, what if you want to personalise your Jimny without forfeiting your aftersales cover? Well, Suzuki Auto SA offers a wide range of factory-backed accessories, many available for both the 3- and 5-door body styles. We’ve sorted through the circa-60 dealer-fitted accessories on offer to pick out what we think are the top 5.

1. Suzuki’s Heritage Grille

While there’s certainly nothing wrong with the Jimny’s standard 5-slot grille, the so-called “Heritage” version adds a fittingly retro flavour to this little 4×4’s bluff front end. Featured as part of the special “Rhino Edition” kit rolled out in Mzansi in 2022, the Heritage grille ditches the traditional 5-slot arrangement and “S” logo in favour of a simpler design centred around bold “Suzuki” lettering.

2. Steel Roof Rack

Looking for something a little more functional? Consider Suzuki’s genuine roof rack, which is fashioned from rectangular steel bars that are painted black and feature end caps. These items weigh 6.3 kg and can be fixed neatly to the roof’s integrated drip rails.

The roof-rack system also opens the door to other roof-related accessories from Suzuki, including a roof basket and carrier systems for items such as bicycles and surfboards. However, keep in mind the roof racks have a listed load capacity of 30 kg.

3. Jimny Differential Guards

While Suzuki Auto SA doesn’t currently offer factory-backed suspension upgrades, the automaker’s official list of Jimny accessories does include another off-road enhancement: differential guards. These guards are made from 3 mm aluminium plate and are offered for both the front and the rear. They’re designed to protect the Jimny’s differentials during demanding off-road jaunts.

4. Suzuki Jimny Mud Flaps

We’d consider these flexible mud flaps both functional and aesthetic. Not only do they deflect dirt and road debris away from the vehicle body, but they suit the Jimny’s plucky character down to the ground.

Suzuki’s official list of accessories includes black mud flaps (with Suzuki branding) and red versions (featuring the Jimny logo), though we’d argue the latter don’t suit all paint colours. They are generally sold in pairs; 1 for the front axle and 1 for the rear.

5. Cargo Tray for Jimny 3-Door

A significant criticism of the 3-door Suzuki Jimny (addressed with the launch of the 5-door Jimny) is the fact that the luggage compartment is downright tiny. As a result, many owners who seldom ferry more than 1 passenger leave the rear bench dropped flat, freeing up much-needed packing space.

If that’s your situation, you should consider Suzuki’s cargo tray, which fits neatly over the folded-down rear seats. Featuring raised edges, this waterproof tray measures 1 305 mm long, 865 mm wide and 255 mm deep. Note, however, that it requires the upper luggage floorboard to be in place. In addition, it’s not suitable for the since-supplanted GA grade, which did without the 50:50 split-folding function for the rear seats.

Find a used Suzuki Jimny to buy on Cars.co.za!

Ford Pro Convertor Programme Goes Live

The Ford Pro Convertor programme has gone live in South Africa, bringing industrial and commercial applications to the Ranger bakkie.

Ford Motor Company of Southern Africa has launched the Ford Pro Converter programme which helps businesses convert Ford’s vehicles into industrial vehicles without compromising on quality and reliability.

Essentially, the Ford Ranger family of bakkies (and Everest and Transit) are marketed as being ultra capable in both lifestyle and commercial applications, but what if you wanted the vehicle for more professional commercial operations? The standard car will need some modifications, but how do you know the work done on the vehicle will be of a high standard?

The application potential is comprehensive with Ford suggesting emergency vehicles, armoured vehicles for cash transfer, mining and construction. Let’s not forget the humble dropside bakkie either, pictured here. Lead times range from 4-6 weeks and converting the vehicle won’t affect the original warranty or service plan. The conversion itself is covered by the approved convertor’s warranty, which aligns in duration with the factory coverage of four years or 120 000 kilometres, whichever comes first.

“The Ford Pro Convertor launch demonstrates our ongoing commitment to delivering high-quality, customised commercial vehicle solutions that empower businesses and organisations across South Africa,” says Tracey Delate General Manager, Direct Sales Operations, Ford South Africa.

“Our comprehensive approval and support framework ensures that each conversion is done to exacting standards without compromising vehicle functionality, safety, or warranty. Whether it’s a mobile clinic, an emergency vehicle, or a specialised mining support truck, Ford Pro Convertor conversions provides peace of mind and reliable operation tailored to the customers’ unique requirements.”

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Next Golf GTI will be ‘a monster’, says VW boss

Volkswagen’s CEO has confirmed that development of the 1st fully electric Golf GTI is well underway, promising that the battery-powered hot hatch will be “a monster”…

Thomas Schäfer, CEO of the Volkswagen brand, has confirmed that development work on the 1st fully electric Golf GTI is well underway, adding that the result will be “a monster car”.

The 55-year-old VW boss – who was chairman and managing director of Volkswagen Group South Africa from 2015 to 2020 – suggested to Auto Express the electric Golf GTI would debut around 2030. While it’s too early to speculate on potential outputs, the planned model’s peak power will surely far eclipse the Golf 8.5 GTI‘s 195 kW (and likely even the Clubsport‘s 221 kW).

*The current Golf GTI Clubsport generates 221 kW.*

“At the end of the decade, we will bring an electric Golf [GTI] and that will be a monster car. I’m very happy with the progress. It’s cool – you can make it exciting; it has to be exciting; it has to be authentic. If we bring a GTI, it has to be a [true] GTI,” Schäfer said, according to the British publication.

Interestingly, as we reported in 2024, the current-generation Golf 8 (presumably including the GTI hot hatch) is expected to gain periodic updates that will allow it to stick around until 2035. That would suggest the new fully electric Golf 9 GTI – which could end up wearing “ID Golf” nameplate – will be sold alongside its predecessor.

Volkswagen Golf 8.5 GTI — *The petrol-powered Golf 8.5 (presumably including the GTI) looks set to soldier on for several more years.*

“We know what the vehicle looks like and [can] sit virtually in the vehicle. The dimensions of the platform and the vehicle is clear, though it’s not [fine-tuned] to the last design detail. We have many iteration steps to get through,” he added.

According to the Auto Express report, though the upcoming battery-powered Golf GTI will switch to electric oomph and the latest SSP platform, it will retain the front-wheel-drive configuration of its 8 forebears. An all-paw electric Golf R, though, is also seemingly on the cards.

*Previewed by this concept, the ID.2 GTI will be the first electric GTI to reach production.*

But, as Schäfer points out, the Golf won’t be the 1st VW nameplate to gain an electric GTI derivative. Before that model arrives, the Wolfsburg-based automaker plans to launch a production version of the ID.2 GTI, likely as early as 2026.

“We’ll bring through a whole group of GTI, starting with the ID.2 GTI which is the first one coming electrically. When we started this journey, [we told the] the development teams ‘we’ve got to be proud of the GTI of the future’, and the team’s taking that on,” he said.

*VW applied to trademark this new GTI logo in Germany in 2023.*

Back in November 2022, Schäfer effectively confirmed a Golf 9 was on the cards, saying the German marque “would be crazy” to let “iconic brand names” such as Golf and GTI “die and slip away” as it pivoted towards electric cars. The following year (after the discovery of a revised version of its iconic GTI logo, complete with a lightning bolt), he suggested such a model would indeed be fully electric.

Tyre Insurance: How to Protect Your Wheels and Your Wallet

What is tyre insurance, and why do you need it? Learn more about coverage, costs and claims, and who benefits the most from this cover.

Driving on South African roads sometimes feels like a frightening game of Mario Kart, except instead of cute Chain Chomps or the occasional Gumba, you’re dodging potholes the size of townhouses!

According to the Automobile Association of South Africa, these road craters and their associated debris cause billions of rands in vehicle damage annually.

That’s enough money to buy everyone in Cape Town a decent braai – twice! With premium tyres costing between R2 000 and R5 000 each (and not forgetting those diamond-cut alloy wheels at approximately R15 000 a pop), it’s no wonder that South Africans are exploring tyre insurance.

But is it just another way for insurance companies to separate you from your hard-earned cash, or could it save you money in the long run?

What Exactly Is Tyre Insurance?

Tyre insurance is a specialised policy that covers the repair or replacement costs of tyres and wheel rims damaged by road hazards such as potholes, debris, and blowouts. It provides financial protection against unexpected tyre-related expenses on South African roads.

Unlike your regular car insurance, which handles the big stuff like theft and accidents, tyre insurance focuses on the daily battles your wheels face.

You can get it as a standalone policy (typically lasting 2-3 years) or tag it onto existing car insurance.

Tyre Coverage: What’s In It for You?

Let’s break down what tyre insurance covers, and what it won’t:

Covered	Not Covered
✅ Pothole damage	❌ Normal wear and tear
✅ Road debris hits	❌ Traffic accident damage
✅ Kerb scrapes and damage	❌ Theft of tyres/wheels
✅ Sudden blowouts	❌ Racing or competitive use
✅ Malicious damage (slashing)	❌ Manufacturing defects
✅ Alloy-wheel damage	❌ Damage below minimum tread depth
✅ Run-flat and performance tyres	❌ Incorrect tyre-pressure damage
✅ Wheel alignment (some policies)	❌ Commercial vehicle use

So What Is Protected?

Your tyre insurance doesn’t discriminate. It covers accidental damage from potholes (the bane of South African motorists’ motoring lives), road debris that seems to appear out of nowhere, and, of course, those embarrassing moments when you misjudge a kerb.

It also offers help against deliberate damage like tyre slashing, because, well, some people have too much time on their hands and unresolved anger issues.

The good news?

Most policies cover more than just the rubber. Alloy wheel rims and even those fancy run-flat tyres all get protection. Some insurers even throw in wheel alignment and balancing – because what’s the point of a new tyre if your car still drives like a shopping trolley?

Figuring Out The Finance

Why Should You Consider Tyre Insurance?

You’re driving to work, minding your own business, when suddenly – THUNK! You hit a pothole. Maybe it’s been raining and you simply couldn’t see it. Or perhaps the traffic didn’t allow for a safe following distance, and you didn’t have time to react.

Whatever the case, your tyre is kaput, your rim is bent, and your wallet is about to take an R8k beating. With tyre insurance, you simply pay the excess (usually R500 to R1 500) and get on with your life.

It’s peace of mind in a policy. You can drive around knowing that the next road surprise won’t require selling a kidney to afford repairs. This is especially true if you drive something more expensive than a basic hatchback or spend your days traversing roads that make obstacle courses look like ice rinks.

For those brave souls who commute on our “wonderful” road infrastructure daily, tyre insurance isn’t just smart – it’s practically a necessity. Rural drivers dealing with gravel roads and city dwellers playing pothole roulette – both win big here.

Getting Started and Making Claims

How Does This All Work?

Getting tyre insurance isn’t rocket science – it’s quite simple compared with most insurance processes.

Starting Your Coverage Journey

First, you’ll need to buy your tyres from a dealer who offers tyre insurance (many do these days) or tag it onto your existing car insurance policy.

Once you’ve signed up, register your policy immediately. Don’t be that person who buys insurance and then forgets to activate it. You’ll need your tyre invoice and vehicle details for your policy number.

Most policies have a waiting period of around 30 days before coverage kicks in. This prevents people from buying insurance with a flat tyre in their boot, which insurers frown upon for obvious reasons.

Your Claims Action Plan

Life has thrown you a curveball, and your tyre has met its match with a particularly aggressive pothole. Here’s what to do:

As soon as humanly possible, inspect and photograph the damage in detail. Get clear photos of your damaged tyres and rims from every conceivable angle. Take note of your location and the time of the incident. (The more information you have, the better.)
Next, contact your insurer within 30 days (not 31 – they’re sticklers for deadlines). You can call them, email them, or use their online portal. Have your policy number handy and be ready to explain what happened.
Fill out their claim form thoroughly and accurately. Attach your photos and any repair quotes you’ve gathered.
Then comes the waiting game. Your insurer will assess your claim and come back to you in short order. Don’t start getting repairs until they give you the green light and authorisation.
Once approved, head to their authorised service provider (not your mate’s garage, no matter how reasonable his prices are). Keep all your receipts and make sure all repairs are made by the book.

Follow these steps carefully, and you’ll have your wheels back in action faster than you can say “pothole revenge.”

Perfect Candidates for Coverage

Who Needs Tyre Insurance?

If your wheels are 18 inches or bigger, congratulations – you’re in the danger zone. These large, expensive wheels paired with low-profile tyres have about as much pothole protection as a chocolate teapot. They look fantastic, no doubt about that, but they cost a fair sum to replace.

Luxury car owners, sportscar enthusiasts, and anyone whose tyres cost more than most people’s monthly groceries should seriously consider coverage. New car owners who want to keep their investment pristine also fall into this category.

Then there are the location-based candidates: urban warriors navigating the concrete jungle’s crater-filled streets, rural adventurers tackling gravel roads, and anyone whose daily commute resembles an off-road rally course.

When Things Don’t Go to Plan

What Won’t Tyre Insurance Cover?

Here’s the fine print.

Normal wear and tear isn’t covered – your tyres gradually wearing down over time is inevitable.
Road accident damage falls under your comprehensive insurance, not tyre cover.
If someone steals your wheels, that’s also a comprehensive insurance problem.
Most policies require your tyres to have at least 1.6 mm of tread depth, so don’t expect a successful claim on smooth tyres.
Commercial vehicles, emergency services, and weekend racers are typically excluded.
The same goes for damage from incorrect tyre pressure (seriously, check your pressure regularly), manufacturing defects, or any modifications you’ve made to your suspension that void the warranty.

Anything else? Actually, yes.

Pre-existing damage: Damage that existed before the policy started is usually excluded.
Cosmetic damage: Minor scratches or scuffs on tyres and rims often aren’t covered.
Claims limits: Many policies limit the number of claims allowed per year or -policy term (e.g., max two irreparable tyres per incident).
Unauthorised repairs: Repairs or replacements done without insurer approval or at non-authorised service providers are typically excluded.
Damage caused by mechanical failure or vehicle defects: Damage from vehicle faults or failures is often excluded.
Damage to spare tyres: Some policies exclude cover for spare tyres.
Waiting periods: Claims for damage occurring during the policy’s waiting period (usually the first 30 days) are excluded.

What’s It Going to Cost?

Breaking Down Tyre Insurance Costs

Premiums vary like loadshedding schedules – seemingly random, but following some internal logic. A small car with steel wheels might cost R50 monthly, while a luxury SUV with massive alloys could run R200+. It all depends on how expensive your setup is to replace.

Here’s the math that makes sense: if your tyres and wheels cost R3 000 and R8 000 each, respectively, 1 incident costs more than 2 years of insurance premiums. For many drivers, especially those in high-risk areas or with expensive wheels, the numbers add up fast.

Annual payments often come with 10 to 15% discounts, but monthly payments offer better cash flow management. Choose what works for you – the important thing is to have coverage when you need it.

The Bottom Line on Value

Will Tyre Insurance Save You Money?

For most drivers with decent wheels and challenging road conditions, the answer is a resounding yes. Even conservative estimates show that avoiding 1 major incident pays for years of coverage.

If you’re the type who seems to attract every pothole in a 50 km radius, tyre insurance isn’t just valuable – it’s a must-have. Some drivers claim multiple times a year, making the coverage “pay for itself!”

However, if you drive a basic vehicle with steel wheels and budget tyres, self-insurance might make more sense. Do the sums for your specific situation – it’s not one-size-fits-all.

Tyre Insurers in South Africa

Insurance Company	Key Features	Approximate Cost	URL
King Price	Covers repairable and irreparable tyre and rim damage; affordable wheel cover.	Not specified	https://www.kingprice.co.za/personal-insurance/extra-insurance-options/tyre-and-rim-insurance 1
Hippo	Allows quote comparison for tyre & rim cover.	Varies by quote	https://www.hippo.co.za/tyre-and-rim-guard/2
Tyremart	Covers damage from road hazards including potholes, debris, 2 tyre claims and 2 rim claims per year; includes free wheel alignment and balancing; unlimited puncture repairs.	Example: R99/month for coverage up to R1 000 per tyre	https://www.tyremart.co.za/tyre-rim-cover/3
Bidvest Insurance	Covers tyre replacement, rim repairs, wheel alignment, balancing, unlimited puncture repairs; month-to-month cover; multiple cover options up to R4 000 per tyre.	Not specified	https://bidvestinsurance.co.za/product/tyre-insurance/4
FNB	Covers accidental tyre and rim damage from road hazards; 5 cover options with benefit limits per tyre from R1 000 to R7 000; no excess on claims; from R65/month.	From R65/month	https://www.fnb.co.za/insurance/car/tyre-and-rim-cover/7

Keeping Your Tyres Happy

Good maintenance works hand-in-hand with insurance coverage. Check your tyre pressure monthly (not just when they look flat), inspect for embedded objects, and rotate them regularly. It’s essentially preventive medicine for your wheels.

Watch for irregular wear patterns. This is when your tyres are trying to tell you something’s wrong. Address alignment issues promptly and maintain proper pressure to make your tyres last longer.

Remember, insurance covers accidents, not neglect. Take care of your tyres, and they’ll take care of you (with a little help from your policy when things go wrong).

See also: Tyre Maintenance Tips

Your Road to Protection

So, should you get tyre insurance? If you’ve made it this far, you probably already know the answer. For most South African drivers dealing with challenging roads and expensive wheels, tyre insurance offers genuine peace of mind at a reasonable price.

As our roads continue their transformation into lunar landscapes and replacement costs keep climbing, having protection becomes less of a luxury and more of a necessity.

At Cars.co.za, we get it – car ownership is more than getting from A to B. Motorists want to enjoy the journey without constantly worrying about the next financial pothole. Tyre insurance helps to keep those worries in the rearview mirror, which is where they belong.

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Toyota Corolla Cross – Petrol vs Hybrid: Which is Best for You?

Eyeing the Toyota Corolla Cross but aren’t sure whether you should buy a petrol or hybrid derivative? Let’s look at the key differences to work out which is best for you…

Since its launch late in 2021, the Toyota Corolla Cross has been one of South Africa’s most popular passenger vehicles. The local range comprises both purely petrol-powered derivatives and parallel-hybrid variants. But which powertrain is best for you?

Well, to help you answer that question, we’ll be delving into the details, examining everything from efficiency to purchase price. For this exercise, we’ll use the mid-spec 1.8 XS and 1.8 HEV XS as examples.

The Corolla Cross – which benefitted from a facelift early in 2025 – is produced at the automaker’s Prospecton plant in KwaZulu-Natal. The hybrid version is particularly significant as it launched as one of Mzansi’s first truly affordable new-energy vehicles. Today, it’s the market’s best-selling hybrid.

In fact, Andrew Kirby, President and CEO of Toyota SA Motors, says the company initially “under-forecast the demand” for the hybrid powertrain. He told us in October 2024 that approximately half of all new Corolla Cross units sold every month are dual-powered derivatives.

What Type of Hybrid is the Corolla Cross HEV?

The Corolla Cross HEV employs a parallel-hybrid powertrain, which means it can use its petrol engine and electric motor independently of one another (and indeed together). The small battery pack is effectively “self-charging”, drawing its energy from both the petrol engine and the regenerative braking system.

Unlike fully electric cars and plug-in hybrids, there’s no need (or indeed capability) to plug in the Corolla Cross HEV. And, unlike mild hybrids, Toyota’s dual-powered crossover can run on electric power alone (for relatively short distances, anyway). That can potentially result in significant fuel savings.

Corolla Cross Efficiency: Petrol vs Hybrid

The Corolla Cross 1.8 XS employs Toyota’s naturally aspirated 1.8-litre, 4-cylinder petrol engine (2ZR-FE) and a continuously variable transmission (CVT). The claimed combined fuel economy is 6.8 L/100 km. The corresponding CO2 emissions figure is 154 g/km.

Meanwhile, the Corolla Cross 1.8 HEV XS uses an Atkinson-cycle petrol engine (2ZR-FXE) of the same displacement. The Japanese firm lists a combined fuel consumption of 4.3 L/100 km for the HEV, along with CO2 emissions of 98 g/km.

Interestingly, the HEV uses a 36-litre fuel tank compared with the petrol-powered derivative’s 47-litre item. Despite this, the dual-powered version boasts a longer theoretical single-tank range: 837 km vs 691 km.

Power and Torque Figures: Petrol vs Hybrid

The Corolla Cross 1.8 XS offers a higher peak power figure than its hybrid sibling, generating 103 kW compared with the HEV’s combined 90 kW output. In the case of the latter, the petrol engine makes up to 72 kW, while the electric motor generates a maximum of 53 kW. However, the hybrid’s maximum figure arrives earlier in the rev range (at 5 200- as opposed to 6 400 rpm).

The 1.8 XS has a peak torque of 172 Nm. The automaker unfortunately opts not to list a combined overall torque figure for the hybrid powertrain. Instead, it says only that the engine can offer up to 142 Nm and the electric motor up to 163 Nm. Toyota SA Motors also doesn’t list a claimed 0-100 kph time for these derivatives. However, we can tell you the HEV’s top speed of 170 kph is 15 units lower that of the petrol-powered version.

Purchase Price and Other Factors to Consider

Though the Corolla Cross Hybrid is unquestionably more efficient than the purely petrol-powered version, it predictably bears a higher purchase price. But the difference is perhaps not as marked as you might think. At the time of writing (May 2025), the Corolla Cross 1.8 HEV XS was priced at R494 400, representing a R42 200 premium over the Corolla Cross 1.8 XS (R452 200).

What else should you keep in mind when weighing up which powertrain to select? Well, with demand for the petrol and hybrid on the new-vehicle market being roughly equal, resale values appear much of a muchness.

However, some shoppers will be worried about the hybrid battery pack, which would surely be expensive to replace were it to eventually fail. Note that Toyota SA Motors offers a lengthy 8-year/195 000 km warranty on the hybrid battery. This is in addition to the standard 3-year/100 000 km vehicle warranty.

Finally, with a listed figure of 800 kg, keep in mind that the 1.8 XS has double the braked-towing capacity of the 1.8 XS HEV.

Petrol vs Hybrid: Which is Best for You?

So, which Corolla Cross is best for you? Well, we’d argue that much of the answer comes down to your intended usage. If you’re more often than not on the open road – and sometimes even tow a small trailer – we’d recommend the purely petrol-powered Corolla Cross.

Conversely, if you spend a fair chunk of your driving time confined to urban areas (including battling stop-start traffic), the Corolla Cross HEV makes far more sense. After all, low-speed environments – in which you can rely solely on battery power – is where the hybrid thrives, offering its best efficiency and ultimately (eventually) offsetting the purchase-price premium.

See specification details for the Toyota Corolla Cross

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Everything You Need to Know About Car Trackers in South Africa

We’re unpacking the topic of car trackers in South Africa, how they work, and the various features available. Here’s what you need to know.

In South Africa, someone’s car gets hijacked every 29 minutes. So, while you’re having lunch or watching a TV show, someone is being forced out of their vehicle at gunpoint or knifepoint.

The latest crime stats show we’re talking about more than 19 000 carjackings every year. But here’s the thing – that’s just the violent ones where criminals confront drivers directly.

When you add all the other ways cars get stolen, such as breaking into parked cars or stealing vehicles when no one’s about, the numbers get really scary…

In South Africa, more than 46 000 vehicles are stolen annually. If you work it out, that means a car “disappears” somewhere in the Republic roughly every 11 minutes. It’s one of those statistics that truly puts things into perspective about the reality many South African vehicle owners face every day.

With such ominous numbers, car trackers have become essential rather than optional for South African vehicle owners. These small devices could mean the difference between permanently losing your vehicle and getting it back within hours.

Which Car Trackers Lead the Market?

The South African car-tracker market features several standout companies, each with unique selling points:

Cartrack combines real-time GPS tracking with cloud-based technology, which enables a user to monitor their vehicle’s location instantly via a mobile app. Their audited stolen vehicle recovery rate is about 92%, among South Africa’s highest.

Tracker Connect (formerly Tracker South Africa) offers plans starting from around R69 per month. In addition to theft recovery, they provide medical emergency response and innovative features such as in-app car guard alerts. While exact recovery rates are not publicly detailed in the sources, Tracker is recognised as a comprehensive vehicle security provider.

Netstar has over 20 years of experience in vehicle tracking and recovery. A key feature is their advanced signal jamming detection, which alerts users immediately if someone attempts to block the tracker’s signal.

Other notable players include Matrix, Ctrack, Beame and Mtrack. Mtrack claims a 97% recovery rate, which it attributes to its wireless, battery-powered devices, but this figure isn’t independently verified.

Most Popular South African Trackers

Provider	Key Features	Recovery Rate
Cartrack	Real-time GPS, cloud-based tracking, mobile app, 24/7 monitoring	~92% (audited)
Tracker Connect	Vehicle theft recovery, medical emergency response, in-app car guard alerts, affordable plans	Not publicly specified
Netstar	20+ years experience, advanced signal jamming detection, immediate alerts	Not publicly specified
Matrix	GPS pinpoint positioning, 24/7 national operations centre, roadside assist, insurance approved	~91% (reported average)
Beame	Nationwide vehicle tracking and recovery, integrated with the Matrix network	Not publicly specified
Mtrack	Wireless, battery-powered devices, GPS tracking	~97% (claimed by company)

Fast Features of Your Favourite Tracking Companies

South Africans choose these leading tracker brands for their trusted technology, comprehensive services, and proven effectiveness in vehicle recovery and security systems. Here’s a closer look at what makes each provider stand out:

Cartrack

Real-Time GPS Tracking with Mobile App Access:
Cartrack offers seamless, real-time vehicle location tracking accessible via an intuitive mobile app and web portal. This allows vehicle owners to monitor their car’s movements anytime, anywhere.
Geofencing Capabilities:
Users can set up virtual boundaries (geofences) around specific areas such as home, work, or school zones. If the vehicle moves outside these pre-defined zones, instant alerts are sent to the owner, enabling a quick response to unauthorised movement.
Affordable Monthly Plans:
Cartrack provides flexible and competitively priced monthly subscriptions without hefty upfront costs, making advanced vehicle security accessible to many South Africans.
Proven Recovery Success Rate:
With an audited recovery rate of approximately 92-93%, Cartrack is one of South Africa’s most effective vehicle tracking and recovery services, supported by a dedicated 24/7 monitoring and recovery team.

Tracker Connect

No Upfront Installation Costs on Select Plans:
Tracker Connect offers attractive packages where installation fees are waived on certain plans, reducing the initial barrier for customers to secure their vehicles.
Comprehensive Packages Including Medical Emergency Response:
Beyond vehicle tracking and theft recovery, Tracker Connect includes medical emergency response services, providing an added layer of safety for drivers and passengers in case of accidents or health emergencies.
User-Friendly Mobile Interface with Instant Notifications:
The Tracker app is designed for ease of use, delivering real-time notifications such as movement alerts, alarms, and status updates directly to the user’s smartphone.
Nationwide Recovery Network:
Tracker Connect leverages a vast network of recovery agents and law enforcement partnerships to ensure rapid response and vehicle retrieval.

Netstar

Advanced Anti-Jamming Technology:
Netstar’s standout feature is its JammingResist™ technology, which detects attempts to block or interfere with the tracker’s GPS or GSM signals. Upon detecting jamming, immediate alerts are sent to both the vehicle owner and Netstar’s monitoring centre, enabling swift intervention.
24/7 Recovery Teams Stationed Nationwide:
Netstar operates a large fleet of recovery teams strategically positioned across South Africa, ensuring prompt action whenever a theft is reported.
Battery Disconnect Alerts:
If a thief attempts to disconnect the vehicle’s battery to disable the tracker, Netstar’s system instantly notifies the owner and monitoring centre, providing crucial early warning.
Extensive Experience:
With over 20 years in the industry, Netstar’s expertise and infrastructure make it a trusted name in vehicle security.

Mtrack

Wireless Design Making It Harder for Thieves to Locate:
Mtrack’s trackers are completely wireless and battery-powered, eliminating the need for external wiring that thieves often seek to cut or disable. This design significantly reduces the chance of tampering.
Exceptional 97% Recovery Rate:
Mtrack claims one of the highest recovery rates in the industry, around 97%, attributed to their innovative technology and rapid response protocols.
No External Power Requirements:
The battery-powered units operate independently of the vehicle’s electrical system, ensuring continuous tracking even if the vehicle’s power is compromised.
Compact and Discreet:
The small size and wireless nature of Mtrack devices allow for discreet installation in hard-to-find locations, enhancing security.

Do Car Trackers Actually Work?

Yes, car trackers genuinely deliver on their promises. The recovery rates speak for themselves – between 90% and 97% of tracked vehicles are successfully recovered after theft attempts.

These devices combine GPS and cellular technology to pinpoint your car’s location within seconds. Many modern trackers also include engine immobilisation features that prevent the vehicle from starting without proper authorisation.

Simply having a visible tracking sticker on your window can deter potential thieves who prefer easier targets.

What If Car Trackers Can’t Find My Vehicle?

If your tracker suddenly can’t locate your vehicle, several scenarios might be happening:

Your car might be in an area with poor network coverage, such as an underground parking lot or a remote rural location. In these cases, the tracker will resume transmission once the signal returns.

Some sophisticated thieves attempt to disable tracking devices. However, quality trackers include tamper alerts and backup power sources that notify the monitoring centre if anyone tries this approach.

Occasionally, technical issues might affect performance. That’s why reputable companies provide round-the-clock support and regular maintenance checks.

Tracking Range Explained

How far can a car tracker monitor your vehicle? The simple answer: virtually anywhere with cellular coverage.

Tracking Range
Car trackers can monitor vehicles virtually anywhere there is cellular network coverage. Because they use satellite GPS to determine location and cellular networks (GSM/GPRS/3G/4G) to transmit that data, there is no practical distance limitation. Whether your vehicle is across the country or even across the border, you can still receive location updates on your phone or computer. Modern car trackers typically pinpoint vehicles within 5 to 10 meters of their actual location.
Limitations – Cellular Dead Zones
The only significant limitation occurs in areas without cellular coverage, such as remote rural locations, tunnels, or underground parking. In these “dead zones,” most quality trackers temporarily store location data locally and automatically transmit the stored information once the device regains network coverage.
Technology Used
Trackers combine GPS satellite signals for precise positioning with cellular network triangulation to send data to monitoring centres or apps. Some devices also use Assisted GPS (AGPS) and Wi-Fi positioning to improve accuracy and connectivity in challenging environments.
Supporting Industry Practices
Leading South African providers emphasise nationwide coverage and real-time tracking capabilities, relying heavily on cellular networks to provide continuous updates and stolen vehicle recovery services.

Perfect accuracy cannot be guaranteed 100% of the time, due to factors such as severe weather, signal interference, or physical obstructions. However, today’s trackers refresh location data frequently (often every few seconds) and provide more than enough precision for effective vehicle recovery operations.

Can Car Thieves Spot Your Tracker?

Professional car thieves sometimes use signal jammers or scanning devices to detect and disable trackers. However, tracker technology has evolved to counter these tactics.

Leading brands now incorporate anti-jamming technology that detects interference attempts and immediately alerts both you and the monitoring centre. Companies like Netstar specifically highlight their JammingDetect technology as a key selling point.

Wireless trackers, like those from Mtrack, present another challenge for thieves since they don’t connect to the vehicle’s electrical system and can be hidden anywhere in the car.

For maximum security, combining a quality tracker with other protective measures like steering wheel locks and alarm systems creates multiple layers of defence.

Car Trackers = Peace of Mind

We’ve all got enough to worry about without wondering if we will find our car where we left it yesterday. It’s no wonder so many people are turning to car trackers these days.

Clever and discreet, they can even help to save your life. The technology has come a long way, too: Good tracker companies are now getting back over 90% of stolen vehicles, which is pretty impressive.

Plus, these smart devices don’t just tell you where your car is – they can detect if someone’s messing with them, and most have apps that let you check on your vehicle from anywhere.

There are quite a few options out there, so it’s worth doing your homework to find one that fits your specific situation. Better safe than sorry, right?

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BMW 2800 CS: Classic Drive

Many petrolheads would love to own a 3.2 CSL – arguably the most collectable BMW of the ’70s. However, the Batmobile’s older sibling – the 2800 CS coupe – offers much the same driving experience (even if at a more sedate pace) for a quarter of the price.

An interior with patina & What a view!

Specifications:

What is a BMW 2800 CS like to drive?

What is the BMW 2800 CS like to own?

Summary

Related content:

BMW 1 Series & 2 Series GC (2025) Launch Review

BMW has launched its 4th-gen 1 Series and 2nd-gen 2 Series Gran Coupe premium hatchback and sedan in South Africa. Although evolutions of their predecessors, the new models remain stylish and tastefully updated entry points to the Bavarian brand.

Stylish, if challenging, exterior execution

Abbreviated engine line-up for BMW 1 Series & 2 Series GC

So, what else is gone?

Bye-bye, iDrive selector wheel

7-speed dual-clutch auto is standard

All-wheel drive isn’t a big plus

Best BMW 1 Series or 2 Series GC? 3-cylinder FTW

How much does the F70 BMW 1 Series cost in South Africa?

How much does the F74 BMW 2 Series GC cost in South Africa?

Summary

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Volkswagen Polo Vivo: Fuel Efficiency Tips

Keen to get the best fuel efficiency from your Volkswagen Polo Vivo? Here are a few fuel-saving tips and a look at which derivative is the most efficient…

1. Drive Your Volkswagen Polo Vivo Smoothly

2. Keep Your Polo Vivo Properly Maintained

3. Remove Unnecessary Weight from Your Polo Vivo

4. Regularly Check Your Vivo’s Tyre Pressures

Which Polo Vivo engine is most efficient?

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Mitsubishi Pajero Sport Facelift (2025) Price & Specs

The Mitsubishi Pajero Sport Facelift has touched down in South Africa. Here’s how much you can expect to pay, plus what’s changed?

Mitsubishi Pajero Sport changes

How much does the Mitsubishi Pajero Sport facelift cost in South Africa?

Top 5 Genuine Accessories for Your New Suzuki Jimny

Keen to personalise your new Suzuki Jimny without voiding your warranty? Check out these 5 factory-backed accessories available from Suzuki dealers around South Africa…

1. Suzuki’s Heritage Grille

2. Steel Roof Rack

3. Jimny Differential Guards

4. Suzuki Jimny Mud Flaps

5. Cargo Tray for Jimny 3-Door

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Ford Pro Convertor Programme Goes Live

The Ford Pro Convertor programme has gone live in South Africa, bringing industrial and commercial applications to the Ranger bakkie.

Next Golf GTI will be ‘a monster’, says VW boss

Volkswagen’s CEO has confirmed that development of the 1st fully electric Golf GTI is well underway, promising that the battery-powered hot hatch will be “a monster”…

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Tyre Insurance: How to Protect Your Wheels and Your Wallet

What is tyre insurance, and why do you need it? Learn more about coverage, costs and claims, and who benefits the most from this cover.

What Exactly Is Tyre Insurance?

So What Is Protected?

Figuring Out The Finance

Why Should You Consider Tyre Insurance?

Getting Started and Making Claims

How Does This All Work?

Starting Your Coverage Journey

Your Claims Action Plan

Perfect Candidates for Coverage

Who Needs Tyre Insurance?

When Things Don’t Go to Plan

What Won’t Tyre Insurance Cover?

What’s It Going to Cost?

Breaking Down Tyre Insurance Costs

The Bottom Line on Value

Will Tyre Insurance Save You Money?

Tyre Insurers in South Africa

Keeping Your Tyres Happy

Your Road to Protection

Toyota Corolla Cross – Petrol vs Hybrid: Which is Best for You?

Eyeing the Toyota Corolla Cross but aren’t sure whether you should buy a petrol or hybrid derivative? Let’s look at the key differences to work out which is best for you…

What Type of Hybrid is the Corolla Cross HEV?

Corolla Cross Efficiency: Petrol vs Hybrid

Power and Torque Figures: Petrol vs Hybrid

Purchase Price and Other Factors to Consider

Petrol vs Hybrid: Which is Best for You?

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Everything You Need to Know About Car Trackers in South Africa

We’re unpacking the topic of car trackers in South Africa, how they work, and the various features available. Here’s what you need to know.

Which Car Trackers Lead the Market?

Most Popular South African Trackers

Fast Features of Your Favourite Tracking Companies