The design of the Ranger MS-RT has been patented in South Africa, but Ford’s local division says it has no plans to launch the motorsport-inspired bakkie “at this stage”…
British company M-Sport Road Technology (MS-RT) has quietly registered the design of the Ford Ranger MS-RT with South Africa’s patent office, while the nameplate has also been trademarked locally. So, is this low-riding version of the Blue Oval brand’s double-cab bakkie about to hit Mzansi’s roads?
Well, seemingly not – at least not in the short term, anyway. Ford Motor Company of SA told Cars.co.za that it has “no plans at this stage to bring the Ranger MS-RT to South Africa”. Still, the inclusion of the words “at this stage” suggests the door is not entirely closed.
And, of course, the fact that Edward Davies Commercials Ltd – the British company trading as MS-RT – registered the design of the motorsport-inspired Ranger MS-RT in South Africa in March 2025 (having applied back in August 2024) furthermore hints at the possibility of this model one day making local landfall.
As a reminder, MS-RT is effectively the road division of motorsport engineering business, M-Sport Limited. The Blue Oval brand describes MS-RT as “an offshoot of Ford’s rally partner M-Sport”. Indeed, M-Sport has been the driving force behind Ford’s FIA World Rally Championship efforts since 1997.
Interestingly, M-Sport Limited applied to trademark the “MS-RT” badge in South Africa as long ago as February 2022, with a registration taking place in September 2023. The latest Ranger MS-RT – pitched as a street-biased alternative to the off-road Raptor – was revealed in the 1st quarter of 2024. Based on the Silverton-made Ranger, this model is converted at MS-RT’s dedicated space inside Ford’s Dagenham facility in the United Kingdom.
However, in November 2024, the Ranger MS-RT was also announced for Thailand, with just 200 units set aside for the Southeast Asian nation. In that market, the donor Ranger is sourced from Ford’s Rayong factory, before being converted by the RMA Group, an authorised Qualified Vehicle Modifier (QVM) with the Dearborn-based firm.
If the RMA Group sounds familiar, that’s because the company has a division in South Africa, too. RMA Automotive South Africa (RMAASA) is a member of the RMA Group and currently operates not only a 1 500m² facility in Silverton but also a “vehicle personalisation centre” right inside Ford’s facility in the same region.
This centre, says RMAASA, is “dedicated to the fitment of specialised low- and high-volume components on the Ford Ranger and Volkswagen Amarok”. RMAASA is, of course, likewise a Qualified Vehicle Modifier with Ford and also recognised by Nissan as an “Approved Vehicle Converter” in the commercial segment (converting the Magnite passenger vehicle into the Move-badged panel van, for instance).
So, if Ford Motor Company of SA were to decide to offer the MS-RT version of the Ranger – a bakkie that was the nation’s best-selling double cab in 2024 – RMAASA would seem to be the most likely candidate to carry out such a conversion. RMAASA’s website furthermore lists other “strategic partners” as Toyota, Mahindra, Isuzu and Stellantis.
The Ranger MS-RT offered in Europe and Thailand is powered by Ford’s familiar 3.0-litre turbodiesel V6 engine (as used in the Wildtrak and Platinum locally), sending an unchanged 184 kW and 600 Nm to all 4 corners via a 10-speed automatic transmission.
The converted bakkie rides 40 mm lower and measures 82 mm wider than the standard Wildtrak, while “motorsport-inspired” styling upgrades comprise a honeycomb grille, 21-inch “OZ Racing” alloy wheels and an aerodynamic body kit that includes side skirts, wheel-arch extensions, a rear diffuser, a ducktail spoiler and a cab spoiler.
Inside, you’ll find bucket-style sports seats featuring the “MS-RT” logo and blue stitching, along with soft-touch finishes. Though it’s not clear what the suspension modifications entail beyond what the RMA Group calls “sturdier dampers”, it seems payload and towing capacities are largely unchanged.
Question is, would the low-riding Ranger MS-RT resonate with South African consumers? Or do local bakkie buyers require loftier ground clearance and off-road ability by default? Whatever the answer, it’s a thought that has surely crossed the minds of Ford Motor Company of SA’s product planners…
Are Chinese Cars Reliable? The Truth About Today’s Chinese Vehicles
Are Chinese cars reliable? We’re looking at the quality, reliability and safety of some notable Chinese brands with a focus on the new passenger-vehicle market.
Chinese cars are everywhere on South African roads these days, and you’ve probably wondered if they’re any good. The old stereotype of cheap, unreliable Chinese vehicles still lingers, but the reality might surprise you. Modern Chinese cars have come a long way from their modest beginnings, and the data tells a compelling story about their reliability.
Many South African consumers still question whether Chinese cars are reliable and treat them with caution. The perception of poor quality and questionable dependability has stuck around longer than it should have.
But recent industry studies and real-world performance data suggest it’s time to reconsider what we think we know about Chinese automotive manufacturing.
Manufacturing Revolution
From Cheap to Competitive
The early 2000s gave Chinese cars a bad reputation that they’ve been working hard to shake off. Back then, many Chinese automotive manufacturers focused on producing affordable vehicles, and those models (the ones imported to Mzansi, anyway) had questionable build quality and reliability. The priority was to get cars on the road at rock-bottom prices, not to build lasting relationships with customers.
The Chery QQ3 was a budget car that was launched in South Africa during the Noughties.
Today’s Chinese automotive landscape looks completely different. Major manufacturers have invested billions in research and development, modern production facilities, and quality control systems. Most of the major Chinese carmakers have collaborated with established European brands (or acquired them, as Geely did with Volvo) to bring many decades of engineering expertise to their Mainland operations.
International Partnerships Matter
The collaboration between Chinese and international brands has been a game-changing factor in improving reliability. Geely’s ownership of Volvo has allowed it to access advanced safety technologies and manufacturing processes that were previously out of reach. These partnerships haven’t just improved individual brands – they’ve raised the standard across the entire Chinese motor industry.
Watch Ciro De Siena’s video review of the MG HS:
Similarly, other Chinese manufacturers have formed joint ventures and licensing agreements with German (such as Volkswagen, with MG), Japanese, and American companies.
The 2024 China Vehicle Dependability Study by J.D. Power revealed some eye-opening results about Chinese car reliability. The quality gap between Chinese brands and international manufacturers has narrowed significantly, with Chinese car brands like Chery, Geely, and GAC Trumpchi (of which the S9 luxury SUV is pictured below) scoring close to international averages in initial quality assessments.
The study measured problems per 100 vehicles, a standard industry metric for reliability. Based on the feedback from actual car owners, Chinese brands showed consistent improvement year-over-year, with some models matching or exceeding the reliability scores of established Japanese and European brands.
Closing the Gap
What makes these improvements even more impressive is the speed at which they’ve occurred. While it took Japanese manufacturers several decades to build their reputation for reliability, Chinese car brands have compressed this timeline into just a few years. The reduction in problems per 100 vehicles has been dramatic, particularly in categories like engine and transmission reliability.
Recent reliability studies show that Chinese cars are no longer the statistical outliers they once were. Many models now fall within the acceptable range for initial quality, and some have even earned recognition for above-average performance in specific categories.
Leading Chinese Brands
Top Performers
Haval (a subsidiary of Great Wall Motor) has emerged as the reliability leader among Chinese brands, scoring 88.3 in recent assessments. Haval’s vehicles consistently feature advanced safety systems including ABS, electronic brake-force distribution, and vehicle stability control. The brand’s commitment to rigorous crash testing and quality control has paid off in measurably better reliability scores.
Chery, which has rapidly become a fixture in SA’s top 10 best-selling brands list thanks to models such as the Tiggo 4 Pro, offers a comprehensive 5-year service plan and warranty, backed by a remarkable one-million-kilometre engine warranty. This level of coverage demonstrates the Chinese manufacturer’s confidence in the durability of its vehicles and provides peace of mind for South African buyers.
BYD has carved out a special niche in electric vehicle reliability. The brand’s proprietary battery tech and vertical integration approach mean the company controls more of the manufacturing process than many of its competitors. Electric vehicles inherently have fewer moving parts than traditional combustion engines, which translates to lower maintenance requirements and fewer potential failure points.
Geely continues to benefit from its Volvo connection, consistently performing well in reliability studies. Its vehicles, some of which will be in Mzansi soon, incorporate safety technologies and quality control processes developed through this partnership, resulting in measurably better long-term dependability.
Chinese car manufacturers have made safety a priority and regularly submit new models for crash testing. Many Chinese vehicles are equipped with advanced driver assistance systems and meet or exceed international safety standards, earning high ratings from organisations such as Euro NCAP.
The focus on interior quality has also improved significantly. Better materials, improved fit and finish, and more sophisticated tech integration have addressed many of the complaints that plagued earlier Chinese vehicles. These improvements contribute to overall customer satisfaction and perceived reliability.
One area in which Chinese car manufacturers consistently outperform established brands is warranty coverage. Most Chinese brands offer warranties extending 5- to 7 years with mileage limits between 100 000 km and 200 000 km, significantly longer than 3- to 5-year warranties from legacy manufacturers.
Lengthy warranties reflect manufacturers’ confidence in their products and offer buyers peace of mind.
The expansion of dealer and service networks has also improved ownership experiences; better parts availability and more convenient workshop locations have addressed concerns about maintenance and repairs.
The Chery Group (Chery, flanked by the Omoda and Jaecoo brands) has invested heavily in building comprehensive service networks to support their vehicles throughout their lifespan.
Despite measurable improvements in reliability, negative perceptions persist in markets like South Africa. Some manufacturers, including but not limited to BAIC, GAC, Jetour and Proton, remain relatively unknown to local consumers, making it harder to build trust and market acceptance. Building brand recognition takes time, and Chinese manufacturers are still working to establish their reputations.
Resale value concerns remain valid, as Chinese vehicles typically depreciate faster than established Japanese or European brands. However, lower initial purchase prices often offset this disadvantage, and improving reliability should help residual values over time.
Chinese cars in the South African market
Chery Tiggo 4 Pro
Chinese brands are gaining traction in South Africa through competitive pricing and improved reliability. Some brands, which are still very new to the market, are building local presence and working to establish trust with South African consumers. The combination of attractive pricing, comprehensive warranties, and improving quality makes Chinese vehicles increasingly appealing options for cost-conscious buyers.
What’s more, local dealerships are investing in training and parts inventory to support Chinese vehicles properly. This infrastructure development addresses previous concerns about service availability and helps build confidence in long-term ownership.
Watch David Taylor’s video feature: More Chinese Cars Coming This Year (2025)
Are Chinese Cars Reliable? The Verdict
Chinese cars have made remarkable progress in reliability and quality over the past decade. While some challenges remain around brand perception and resale values, the data clearly shows that modern Chinese vehicles offer a dependable option with comprehensive warranty protection.
Francisco Nwamba and Jacob Moshokoa compare the Chinese-made Ford Territory and Jaecoo J7:
South African consumers looking for value-oriented vehicles should seriously consider Chinese brands as viable alternatives to more established manufacturers.
The reliability gap that once separated Chinese cars from international competitors has largely closed. With continued investment in quality and growing local support networks, Chinese vehicles represent a practical choice for many South African drivers.
The Surprising Science of Car Colours: Safety, Theft, and Superstitions
Which car colours are safest? Are red cars unlucky? We unpack the facts and myths around choosing the right colour for your car.
So you’ve spent the past 3 weekends choosing between “Midnight Obsidian” and “Phantom Black” for your new car, only to discover the finishes look pretty much identical once they’re covered in dust.
Yes, your personal car colour preference matters. But here’s something that might make you reconsider that dark finish. Black cars are 47% more likely to be involved in accidents than lighter-coloured ones.
As it happens, your vehicle’s paint job isn’t just a matter of aesthetics. As it happens, it could save your life, will affect your insurance premiums, and even determine whether your car spends the night in your garage or someone else’s chop shop.
Let’s explore how your choice of vehicle colour affects everything from crash statistics to theft rates. Fair warning: you might never look at a cherry-red cabriolet or roadster the same way again.
The Safety Spectrum of Car Colours
What’s the safest coloured car on the road?
White cars are consistently the safest cars on the road, with a 12% lower chance of being involved in accidents compared to darker-coloured vehicles.
This isn’t just a coincidence or superstition. The science behind it makes perfect sense, and it’s simply about car colour visibility.
White cars stand out against almost any background. They’re easier to spot in poor lighting conditions, bad weather, and even against urban landscapes. This improved visibility gives other drivers those precious extra seconds to notice and react to your vehicle.
Gold and yellow cars also rank highly on the safety scale for similar reasons. They catch the eye and create contrast against typical road (and even off-road) environments.
Interestingly, lime yellow is technically the most visible colour of all. However, it’s rarely chosen for personal vehicles because not everyone wants to drive around in something that looks like a highlighter.
Which car colours have the highest accident rates?
Black cars have the highest accident rates, being up to 47% more likely to be involved in crashes than other coloured vehicles.
If safety is your priority, you might want to think twice about that sinister black finish. Despite being super popular, black vehicles simply don’t stand out against the road, especially at dusk, dawn, or night. Add rain or fog to the mix, and a black car can practically disappear from view until it’s dangerously close.
Red and brown cars also show concerning statistics. According to research, about 60% of red car owners and 59% of brown car owners report having been in accidents.
Grey and blue cars follow closely behind in the crash risk category, likely because they blend easily with common road conditions and weather patterns.
This isn’t just about fender benders; your car’s colour could impact your wallet long after purchase…
Insurance companies are well aware of these statistics. And this explains why owners of darker-coloured cars often face higher insurance premiums than those who drive lighter-coloured vehicles. They’re simply accounting for the increased risk associated with reduced visibility. Sad but true.
Black cars have the highest accident involvement due to poor visibility, especially in low-light conditions.
Click on a colour above to search for vehicles finished in that hue listed on Cars.co.za
Theft Magnets: Which Colours Attract Thieves?
Are certain car colours more likely to be stolen?
Yes and no. Colour does play a role. Research shows that theft rates are often higher for more common and neutral colours like black, silver, and grey.
A study analysing theft data found that black, blue, and silver/grey cars are stolen more often than uncommon colours. For example, black cars, often associated with luxury models, are among the most commonly stolen vehicles, partly due to their popularity and resale value.
Meanwhile, rare colours like pink and bright yellows are much less likely to be targeted by thieves. In fact, some studies have shown that pink cars have virtually zero thefts reported over several years.
What makes a car attractive to thieves?
What makes certain vehicles more attractive to thieves is a combination of factors, including:
Popularity and demand: Vehicles that are common on the road or in high demand for parts tend to be stolen more frequently.
Resale value: Neutral colours like black, grey, and white often retain their value better, making them targets for theft.
Visibility and concealment: Darker cars, such as black, may be easier to steal and conceal at night.
Vehicle type: Sportscars or luxury models, even if they feature distinctive colour schemes, are often targeted for their higher resale or parts value.
In South Africa, for example, hijackers have traditionally targeted white and silver vehicles due to market demand. Still, recently, non-traditional colours like orange and yellow have also seen increased theft rates as syndicates adapt to changing trends.
Overall, while colour can influence theft risk to some degree, it is just one of many factors. Vehicle make, model, security features, and location often play larger roles in theft likelihood.
Red cars are often considered the most “unlucky”. The stats seem to confirm this, with 60% of red car owners reporting involvement in accidents. Cultural associations with red as a colour of danger, aggression, and risk-taking have cemented its reputation as potentially unlucky.
There’s a chicken-and-egg question here: Do red cars cause accidents, or do people who prefer taking risks prefer red cars? Research suggests the latter may play more of a role than initially thought.
Drivers with more aggressive habits are drawn to the strength and power that red represents. It gets people excited, and may skew the accident risk stats for this colour.
Practical Colour Advice for Car Buyers
Are you shopping for a new or used car? If so, how should these colour facts influence your decision? Here’s some straightforward advice:
For drivers who care about safety, especially those who drive at night or in bad weather, lighter colours are best. White, yellow, and silver are good choices. The visibility benefits are real and could potentially save you from an accident.
If you’re concerned about theft or hijacking, the make and model of your car are more of a factor than the colour. Even brightly coloured variants of popular cars can be stolen and stripped in a matter of hours.
What are the best car colours for resale value? Playing it safe with popular colours like white, black, silver, or grey is usually the wisest move. Unusual colours might appeal to you, but they will limit your pool of potential buyers when it’s time to sell.
Colour and Maintenance Considerations
Do some car colours require more maintenance than others?
White and very light-colored cars show dirt and grime more quickly than darker colours, requiring more frequent washing to maintain their appearance.
This practical aspect of car colour choice is often overlooked. That gleaming white finish might look immaculate when clean, but it will show every speck of dirt within days (or hours) of washing. Dark colours have the opposite problem – they show dust and water spots more prominently.
Mid-tones like silver and grey tend to be the most forgiving when it comes to maintaining a clean appearance. They hide minor dirt and dust better than either extreme of the colour spectrum.
Paint durability is another consideration. Lighter colours generally fade less noticeably than darker ones, particularly in sunny climates where UV exposure is high. Red (especially of the non-metallic variety) is notorious for fading to a less vibrant shade over time, especially if not regularly waxed and protected.
Making Your Car Colours Count
It’s a lot to consider, isn’t it? Safety on the road, risk of theft and hijacking, resale value and of course, our personal choice.
The wisest approach is to balance practical considerations with your taste. If you absolutely love red cars but are concerned about the accident statistics, perhaps compromise with a brighter red that offers better visibility than deeper shades. If you’re drawn to black but worried about safety, consider a metallic dark grey that provides similar sophistication with slightly better visibility.
For those who simply can’t decide, remember that white offers the best overall package of safety, good resale value, and widespread appeal. It may not be an exciting colour, but that may not be the most important thing to you.
Ultimately, your car’s colour should make you happy. But being informed about the practical implications of your colour choice removes the element of surprise.
At Cars.co.za, we understand that choosing the right vehicle involves countless decisions beyond just colour, from make and model to features and financing. Our new and used car listings allow you to sort search results by colour and find the shade that suits both your practical needs and personal style.
A Driver’s Guide to Cutting Fuel Costs by Optimising Fuel Consumption
What exactly is fuel consumption, and what can you do to cut down on fuel costs? Here are some easy ways to keep your money in your pocket.
Every time you pull into a fuel station, you feel that familiar sting in your wallet. Fuel prices keep climbing, and your monthly budget feels the squeeze. But here’s some good news – you have more control over your fuel consumption than you might think.
Small changes in how you drive and maintain your car can lead to significant savings over time, plus you’ll be doing your bit for the environment too.
Understanding fuel consumption isn’t rocket science, and the practical tips we’ll share can help any driver, from the daily commuter navigating Johannesburg traffic to the weekend adventurer exploring the Garden Route. Let’s break down what you need to know about getting more kilometres from every litre.
Fuel consumption is exactly how much petrol or diesel your car consumes to travel a certain distance. In South Africa, we typically measure this as litres per 100 kilometres (L/100 km) – so if your car uses 8 litres per 100 km, that’s what you’ll burn through on a highway drive from Cape Town to Stellenbosch.
Some people prefer thinking about fuel efficiency instead, which flips the equation around. This measures how far you can travel on a single litre, expressed as kilometres per litre (km/L). Both measurements tell the same story, just from different angles. Understanding these numbers will help you compare different vehicles and track your driving performance.
The financial impact of fuel consumption is significant every month. For example, a car that consumes 12 L/100 km instead of 8 L/100 km will use an extra 40 litres of petrol for every 1 000 km driven.
At current petrol prices of about R21 per litre (June 2025), this difference costs roughly R840 more for every 1 000 km. Over a typical annual distance of 20 000 km, that adds up to approximately R16 800 extra in fuel costs. This highlights how choosing a more fuel-efficient vehicle and adopting fuel-saving driving habits can lead to substantial savings for the average South African driver.
Beyond your wallet, there’s the bigger picture to consider. Every litre of fuel you save means fewer emissions pumped into our atmosphere. South Africa’s air quality, particularly in industrial areas around Johannesburg and Durban, benefits when we all consume less fuel.
Working out your fuel consumption is surprisingly straightforward. Fill your tank completely, then reset your trip meter to zero. Drive normally until you need fuel again – ideally after covering at least 300-400 kilometres for accuracy.
At your next fill-up, note how many litres it took to fill the tank and check your trip meter reading. Divide the litres used by the kilometres travelled, then multiply by 100.
So, if you used 45 litres to travel 600 km, that’s 45 ÷ 600 × 100 = 7.5 litres/100 km (7.5 L/100 km). Keep track of these numbers over several fill-ups to get your average consumption pattern.
What Affects Your Fuel Usage
Your Car’s Design
Some factors are built into your vehicle and can’t be changed. Heavier cars with larger engines naturally consume more fuel than lighter, smaller-engine alternatives. A full-size family SUV will never match a compact hatchback’s fuel economy, but that doesn’t mean you can’t improve whatever you’re driving.
Aerodynamics play a bigger role than most people realise. Cars with boxy shapes or high ground clearance push more air resistance, especially at highway speeds. Even something as simple as driving with your windows down at 120 kph can increase consumption by 10% compared to using the aircon.
Your Driving Style
Here’s where you have real control. Aggressive driving – rapid acceleration, hard braking, and speeding – can increase fuel consumption by up to 40% compared to smooth, steady driving. South African traffic conditions often tempt us into stop-start patterns, but learning to anticipate traffic flow helps minimise this waste.
Hills and terrain make a difference, too. The drive from Durban to Pietermaritzburg involves significant climbing, which naturally increases fuel use. Smart drivers build momentum before hills and coast over crests to recover some efficiency.
Vehicle Maintenance
A well-maintained car runs more efficiently. Under-inflated tyres create extra rolling resistance – just 0.3 bar below the recommended pressure can increase consumption by 3%. Dirty air filters restrict airflow to the engine, while old oil creates more internal friction.
Regular servicing keeps everything running smoothly. A properly aligned car with balanced wheels, clean filters, and fresh oil will consistently outperform a neglected vehicle in fuel economy tests.
The most effective change you can make costs nothing – just adjust how you use the accelerator and brake pedals. Gradual acceleration and gentle braking keep your engine in its efficiency sweet spot. Try to maintain steady speeds and anticipate traffic lights and stop signs so you can coast to a stop rather than braking hard.
Building this habit takes practice, but the fuel savings are immediate. Many modern cars even have eco-driving indicators that light up when you’re driving efficiently. Use these as training tools until smooth driving becomes second nature.
Speed Management
Sticking closer to speed limits saves fuel and keeps you legal. Most cars hit their efficiency peak around 80 and 90 kph, with consumption rising steeply above 110 kph. On long highway drives, maintaining 110 kph instead of 130 kph can reduce fuel use by 15 to 20%.
Air conditioning versus open windows creates an interesting trade-off. Around town, open windows work fine and save fuel. But above 80 kph, the drag from open windows actually uses more energy than running the aircon, so switch to AC for highway driving.
Practical Maintenance Tips
Keep these maintenance priorities in check:
Tyre pressure: Check monthly and maintain manufacturer specifications
Regular servicing: Follow your car’s service schedule for oil, filters, and tune-ups
Remove excess weight: Clear out unnecessary items from your boot and back seats
Plan efficient routes: Combine multiple errands into single trips to reduce cold-start fuel waste
Combine errands: Multiple short trips use more fuel than one longer journey
Remove accessories: Take off roof racks, bike carriers, and roof boxes when not needed
Minimise idling: Turn off your engine if you’ll be stopped for more than 30 seconds
Choosing Your Next Car
If you’re shopping for a new vehicle, fuel consumption ratings provide valuable comparison data. The difference between a 6 L/100 km and 10 L/100 km car means you could save roughly R840 for every 1 000 km you drive, based on a price of around R21 per litre. Over 5 years and 100 000 km, that adds up to approximately R84 000 saved – money that stays in your pocket instead of going to the fuel station.
Consider your driving needs rather than wants. That double-cab bakkie might look appealing, but if you’re mostly commuting solo on tar roads, a sedan or hatchback will serve you better financially. Hybrid vehicles are becoming more common in Mzansi and can offer excellent fuel economy for city driving.
Small changes in your driving habits and vehicle maintenance can cut your fuel consumption by 10 to 20% without spending extra money. These aren’t massive lifestyle adjustments – just smarter approaches to how you drive and care for your car.
The best part? You’ll notice the savings immediately at your next few fill-ups. Track your consumption over the next month as you implement these tips, and you’ll likely be surprised by how much control you truly have over your fuel costs.
Car Safety Ratings: What They Mean and Why They Matter
What are car safety ratings, and what do they mean for you and your family? We unpack the details here…
Every year, thousands of South Africans step into car dealerships with dreams of finding their perfect vehicle. They compare prices, fuel efficiency figures, and features, but many walk away without fully understanding one of the most important aspects of their purchase: car safety ratings. These mysterious star systems and technical jargon can leave even the most savvy buyers scratching their heads.
The reality is that car safety ratings aren’t just marketing gimmicks or nice-to-have badges. They’re scientific assessments that could mean the difference between walking away from an accident or becoming another tragic statistic on our roads. Let’s break down what these ratings actually mean and why they should influence your next car purchase.
What Are Car Safety Ratings?
Car safety ratings are comprehensive evaluations that measure how well a vehicle protects its occupants and helps prevent accidents from happening in the 1st place – they’re report cards for cars. Independent organisations conduct rigorous testing on vehicles to see how they perform under extreme conditions.
Several organisations worldwide conduct these assessments, including Global NCAP, Euro NCAP, and ANCAP. For South African buyers, Global NCAP’s work is particularly relevant, as they’ve been testing popular local models through their #SaferCarsForAfrica campaign in partnership with AA South Africa. The AA helps fund, promote, and publicise these crash tests to help local consumers make informed decisions, but does not conduct separate, independent crash tests itself.
These ratings aren’t based on guesswork or manufacturer claims. They’re the result of systematic crash tests and detailed safety feature assessments conducted in controlled laboratory environments.
The testing process involves subjecting vehicles to various crash scenarios that simulate real-world accidents. Cars are crashed into barriers at specific speeds to replicate frontal impacts, side collisions, and sometimes rear-end crashes. Sophisticated sensors and crash test dummies collect data on how the vehicle’s structure holds up and how much force is transmitted to occupants.
Modern safety assessments evaluate 4 key areas, often called “pillars.”
Adult Occupant Protection measures how well the car protects grown-ups during a crash.
Child Occupant Protection focuses on the safety systems designed to keep young passengers secure.
Vulnerable Road User Protection examines how the vehicle’s design minimises harm to pedestrians and cyclists in the event of a collision.
Safety Assist evaluates active safety technologies such as electronic stability control (ESC), anti-lock braking system (ABS), and autonomous emergency braking (AEB). These systems work to prevent accidents from happening rather than just protecting occupants when they do occur.
Interestingly, while modern safety assessments aim to encourage balanced safety across all categories by considering multiple areas, such as adult occupant protection, child occupant protection, vulnerable road user protection, and safety assist features, the overall star rating often primarily reflects the adult occupant protection score. In some testing protocols and regional campaigns, child occupant protection and other pillars are reported separately and may not directly lower the headline star rating.
However, as testing standards evolve, there is a growing emphasis on ensuring that the lowest-performing area influences the overall rating, pushing manufacturers to improve safety comprehensively across all categories.
The Star System Explained
The star rating system ranges from zero to 5 stars, with 5 being the highest achievement. A 5-star rating indicates excellent protection combined with advanced safety features that represent the current state of automotive safety technology. These vehicles typically include multiple airbags, strong structural design, and sophisticated electronic safety systems.
Four-star vehicles offer good protection with some advanced features, while 3-star cars provide average protection but may lack the latest safety technologies. Two-star ratings indicate basic protection with few advanced features, and 1-star vehicles offer only marginal protection with minimal safety technology.
Perhaps most concerning is the 0-star rating, which means the vehicle meets only minimum legal requirements but lacks many modern safety features that have become standard elsewhere. These cars often lack basic equipment like airbags or have structural designs that perform poorly in crash tests.
The difference between star ratings isn’t academic – it translates directly to real-world consequences. Research shows that higher-rated vehicles significantly reduce the risk of serious injury or death in accidents. In a country where far too many road fatalities occur, this info becomes even more valuable.
Many budget vehicles historically sold in South Africa have lagged behind international safety standards. However, awareness is growing, and manufacturers are beginning to respond to consumer demand for safer vehicles. The publication of safety ratings empowers consumers to make informed choices and sends a clear message to manufacturers about what South African buyers expect.
This shift in awareness has already begun influencing the market. Some manufacturers have started offering improved safety specifications on their South African models after receiving poor ratings, demonstrating the power of informed consumer choice.
Popular Models Compared
To illustrate how these ratings work in practice, let’s examine some popular South African models and their performance:
The Toyota Etios stands out as a good example of how a budget-friendly vehicle can still achieve a strong safety performance. Its 4-star overall rating demonstrates that affordable doesn’t have to mean unsafe. Conversely, the Chery QQ3’s 0-star rating highlights the safety compromises that come with some ultra-budget options; fortunately, the QQ3 model has long been discontinued in South Africa.
Before making your next vehicle purchase, take time to research safety ratings through official channels. The Global NCAP website provides comprehensive test results for many models sold in emerging markets, while AA South Africa’s crash test section offers local testing results and analysis.
Euro NCAP provides detailed explanations of their testing methodology and results for European models that may also be sold locally. Don’t rely solely on manufacturer marketing materials or dealer claims – independent testing provides the most reliable safety information.
Consider making safety ratings a primary factor in your decision-making process, especially if you regularly carry family members or drive long distances. The small price difference between a 2-star and 4-star vehicle becomes insignificant compared to the potential cost of serious injury.
Understanding car safety ratings empowers you to make informed decisions that could protect you and your loved ones for years to come. These ratings provide objective, scientific data about how vehicles perform under controlled conditions that simulate real-world accidents.
The next time you visit a dealership, ask about safety ratings and request to see official test results. Don’t accept vague assurances about safety – demand specific information about star ratings and safety features. Your insistence on safety helps drive the entire industry toward better standards.
Remember that the cheapest car isn’t always the best value if it compromises your safety. Make informed choices based on comprehensive safety data, and encourage others to do the same. After all, no destination is worth reaching if you don’t arrive safely.
VW launches more affordable auto-equipped Amarok derivative
Volkswagen has launched a more affordable automatic-equipped Amarok double-cab derivative in South Africa, undercutting the previous most economical by R93 900…
Volkswagen has rolled out a new Amarok double-cab derivative in South Africa, combining the “Life” trim level with a 4×2 configuration and an automatic transmission. The newcomer thus arrives as the most affordable auto-equipped variant in the local range.
The launch of the fresh 2.0 TDI Life 4×2 6AT derivative sees the local VW Amarok line-up – which, of course, is built alongside the Ranger at Ford’s Silverton plant in Gauteng – expand to 13 variants, with all but 2 featuring the double-cab body style.
Priced from R704 700, the new 2.0 TDI Life 4×2 6AT comes at a premium of R40 300 over the base 2.0TDI double cab (R664 400), though keep in mind the latter features a 6-speed manual gearbox as standard. This new variant thus assumes the role of most affordable auto-equipped Amarok in the range, undercutting the 4Motion version by R93 900.
While double-cab derivatives further up the portfolio use either the 2.0 BiTDI (154 kW/500 Nm) or 3.0 TDI V6 (184 kW/600 Nm) oil-burners, the new 2.0 TDI Life 4×2 6AT employs the single-turbo version of the 4-cylinder motor.
Peak outputs stand at 125 kW and 405 Nm, with the latter on tap from 1 750- to 2 500 rpm. With drive directed to the rear axle via a 6-speed automatic cog-swapper, the German firm claims a combined fuel-economy figure of 6.9 L/100 km and a top speed of 180 kph. This derivative’s payload capacity comes in at 1 080 kg, while its braked towing capacity is listed as 3 500 kg.
Standard features include 17-inch “Combra” alloy wheels (wrapped in 255/70 R17 tyres), a powered tailgate lock, a trailer hitch, parking sensors (front and rear), a reverse-view camera, fabric upholstery, an 8-inch infotainment display, a 6-speaker sound system, a leather-trimmed steering wheel, manual air conditioning, cruise control and automatic LED headlamps.
It’s not often that you see a ’60s Ferrari with 3 layers of paint. However, a full restoration was never on the cards when this car’s owner finally bought his dream Ferrari – a 250 GT Cabriolet Pinin Farina Series II – after waiting patiently for 15 years.
If you think of a Ferrari 250 GT, most associations that come to mind will likely involve events such as the Pebble Beach Concours and fancy auctions where pristine vintage cars command millions of dollars. Or, maybe, vintage tours and races across the globe, where the legendary 3.0-litre V12 can sing freely and owners and spectators alike can enjoy seeing these cars being used as Enzo Ferrari intended.
And then there’s this 1962 Ferrari 250 GT Cabriolet Pinin Farina Series II (s/n 2307GT) – the only example of such a car in Mzansi (that we know of). As I walk around the Ferrari, there’s no hiding its age… There are several dings and dents in the sheet metal, while the paintwork behind the cabin is clearly cracked.
“It stood outside, sometimes partially covered, from around 1983 until we bought it a few years ago,” says Russell Haselau, who maintains the Ferrari for its current owner. “You’ll notice the 2 circular stains above the front bumper. At some point in the car’s past, reflectors were fitted here. The car spent some time in Zimbabwe, where front reflectors had to be fitted to conform with local legislation.”
There are more shocks in the 250 GT Cabriolet’s back story. Not only had the Ferrari been abandoned to the elements, but before his death, the previous owner had attempted a restoration (of sorts) – he never completed it. “The car was about 75% stripped (when purchased from his estate),” Haselau continues.
“As we thoroughly searched the garage, including several boxes and shelves, however, we fortunately found almost every part. We also foundthe car’s original ashtray (shown below) – it sat on the previous owner’s veranda, where he used it as an ashtray! Needless to say, the rare item, bearing the crossed flags of Ferrari and Pinin Farina, has been returned to its proper position between the car’s seats.
The new owner decided not to embark on a nut-and-bolt restoration, because that would have kept the Ferrari off the road for at least 2, if not 3, years.
“I had been chasing this car for about 15 years,” he says, “and I don’t think I will restore it. I don’t want to waste driving time with the car by having it sitting on blocks while being restored!”
But that doesn’t mean that bringing the Ferrari 250 GT Cabriolet back to life was a quick or simple task.
“It is not always easy working on such an old Ferrari,” explains Haselau. “With other cars, you can do a lot of research on the internet, but there isn’t a lot of information or details out there regarding working on or maintaining these types of cars.”
The 1st step was to drain and refill all the Ferrari’s fluids. Next up was the braking system, which was overhauled. The original wheels, which were painted, were still on the car, but they’d been damaged by errant swings of a hammer (used to remove/refit the dual-ear knock-offs). Period-correct chromed replacements were ordered and fitted with period-correct Michelin 185VR-15 XVS radial tyres.
A more challenging task involved resuscitating the gearbox. “The selectors needed some work,” says Haselau. “It has some rubber bushes, and all of them were worn out. We also restored the cooling and ignition systems. Then we replaced a number of the exterior lights.
“These were but a few of a small number of parts of the Ferrari 250 GT Cabriolet that we could not find when we bought the car. Following a trip to Europe, we were able to source most of these lights. Then we replaced the belly plate, which was also missing.”
It was during this partial restoration that more details about the Ferrari’s history were uncovered. Below the current beige paint, there’s a layer of yellow; it’s clearly visible around the front grille.
Further investigation showed that when the car arrived in South Africa (from Italy) in 1967, it was yellow. However, checking the car’s serial number against Ferrari’s records revealed the 250’s original colour was, as a matter of fact, Shell Grey, meaning the car wears no fewer than 3 discrete layers of paint.
The focus then shifted to the Ferrari’s interior. The seats and other trim areas, such as the transmission tunnel and lower part of the fascia, were reupholstered. Finally, a new soft top was fitted.
The model came with a rare hard top, which gives the car a very coupe-like look when fitted. That’s not too surprising, since the Coupe and Cabriolet versions are essentially identical below the waistline.
Initially, there was very little interest at the factory to build a topless version of the 250 GT Pinin Farina; Ferrari was already producing the prettier 250 GT Cabriolet Pinin Farina Series I.
But the firm’s North American distributors pushed for the production of the variant, which was unveiled at the Paris Motor Show in 1959. The Series II remained in production until 1962; 202 units were made.
Specifications:
Model: 1962 Ferrari 250 GT Cabriolet Pinin Farina Series II
Years produced: 1959–1962
Engine: 3.0-litre V12, petrol w/3 Weber 36 DCF carburettors
Gearbox: 4-speed manual
Power: 176 kW at 7 000 rpm
Chassis: tubular steel
Kerb weight: 1 200 kg
Fuel tank: 100 litres
Top speed: 250 kph
What the Ferrari 250 GT Cabriolet is like to drive
I pull the Ferrari 250 GT Cabriolet door open, then slide into its driver’s seat. These red leather pews are suitably comfortable, although, unlike in modern cars, there’s no support for your upper body; the seat’s backrest ends just below my shoulder blades. But, to be fair, you wouldn’t expect it to be any other way.
The rest of the red leather interior contrasts starkly with the car’s off-white exterior and dashboard – not only because of the lush colour, but how it thoroughly dominates the interior: The seats, gear lever boot, transmission tunnel, footwells, and door cards are all trimmed in the bright hue. The carpet’s red, too.
I sit very close to the simple wood-rimmed 3-spoke steering wheel, replete with the black Prancing Horse on a yellow background in its centre. Behind the tiller are no fewer than 7 (yes, you read that correctly) dials: the large speedometer and tachometer bracket a small oil pressure gauge, with a quartet of gauges (for oil and water temperature, fuel level, and the analogue clock) located to their right.
It is believed that this car (s/n 2307GT) was originally earmarked for Italy, as evidenced by the Italian words dotted about the cabin; for instance, the oil-pressure gauge reads olio.
I enjoy a very commanding view of the road ahead. Through the windshield, I can see the rear of the bonnet’s modest air intake, a small reminder of the performance potential 3.0-litre Colombo V12.
The gear lever is perfectly positioned to my right, on the raised transmission tunnel. To start the car, slot the key upside down into the ignition, turn it clockwise 180 degrees, then press inwards. The motor catches immediately and settles into a smooth idle, burbling through the car’s quad exhaust tips.
Once underway, I discover the engine is fairly tractable, but it doesn’t pull strongly below 1 500 rpm. As I slowly put my right foot down, the engine quickly gains momentum, and the timbre of the V12 deepens. Pottering around in traffic clearly isn’t the engine’s strong suit – it wants revs and needs an open road.
Out of respect for the 58-year-old engine, which ostensibly remains unopened since it left the factory, I upshift at roughly 5 000 rpm. Ferrari rated the engine at 176 kW at a significantly higher 7 000 rpm, yet the 250 GT Cabriolet still moves along quite briskly, helped by the car’s trim kerb weight (a claimed 1 200 kg). I can only imagine how punchy and aurally enticing it must feel during that final 2 000 rpm…
While the V12 revs easily, changing gears requires solid effort from my right arm. However, the shift action is wonderfully engaging – there’s a pure mechanical metal-on-metal feeling to each cog swap.
When it’s time to slow for bends, the reconditioned brakes feel strong and entirely capable of scrubbing off speed. When I rotate the large steering wheel, the Ferrari changes direction with minimal effort.
For most of the morning, we drive with the roof down, which only heightens the senses of speed and involvement that the Ferrari 250 GT Cabriolet instils. Johannesburg cannot be compared to Italy, of course, but I get a sense of what it must be like to drive this car through the hills of its home country.
It’s an enlightening experience; it immediately brings home why these vintage cars are still revered.
Summary
“The 250 range is one of Ferrari’s most special models,” agrees the 250 GT Cabriolet’s owner. “It has a visionary engine, which did a lot to establish Ferrari back in the day. Once you’ve become smitten with Ferrari, other car brands pale in comparison. For me, it was the 250 LM, which raced several decades ago at the 9 Hour (endurance race at Kyalami), that kickstarted my interest and love for the brand.”
“Another highlight is the car’s ride quality,” he adds. “It’s better to drive than some of the later Ferraris, such as the 365.” And that is what he plans to do: drive it. “It can be restored at any time in the future,” notes Haselau, but for now, this car needs to be driven, because it was off the road for far too long.”
Your Complete Guide to Safe Towing in South Africa
Master safe towing in South Africa with our complete guide. Learn about weight limits, speed restrictions, driving tips, equipment essentials and more…
Nothing beats the freedom of hitching up your boat, caravan, or trailer and heading off on an adventure. But here’s the reality check – that weekend getaway can quickly become a nightmare if you’re not ready for safe towing.
We’ve all seen it: the guy wrestling with a swaying trailer on the N1, or the family stranded on the Karoo highway with an overheated bakkie. The difference between a memorable trip and a disaster often comes down to preparation and knowledge.
This guide cuts through the confusion and gives you everything you need to tow safely and confidently on South Africa’s extensive road network.
Your vehicle’s towing capacity represents the maximum weight it can safely pull without compromising performance or safety. This figure accounts for your engine’s power, transmission strength, cooling system capacity, and braking ability. Exceeding this limit can cause transmission damage, engine overheating, or complete brake failure.
Finding your towing capacity requires checking your vehicle’s handbook or contacting the manufacturer directly. The figure is typically listed in kilograms and may vary depending on your vehicle’s specific engine and transmission combination. Some manufacturers provide different ratings for braked and unbraked trailers, with braked trailers allowing significantly higher weights.
Term
Definition
How It Relates to Towing
Gross Vehicle Mass (GVM)
Maximum allowed weight of the fully loaded tow vehicle (vehicle + passengers + cargo + fuel)
Limits how much total weight your vehicle can safely carry, including the trailer’s tongue weight
Gross Trailer Mass (GTM)
Weight of the trailer plus its load pressing down on the tow vehicle’s hitch (tongue weight)
Must be within the tow vehicle and towbar’s rated limits to avoid sway and maintain control
Gross Combination Mass (GCM)
Combined maximum weight of the fully loaded tow vehicle plus the fully loaded trailer
Must not be exceeded to ensure safe braking, handling, and structural integrity
Towing Capacity
Maximum weight your vehicle can safely tow, as specified by the manufacturer
Should never be exceeded; includes trailer weight plus cargo
Tongue Weight (TW)
Downward force the trailer hitch exerts on the tow vehicle’s hitch ball (usually 10-15% of trailer weight)
Proper tongue weight ensures trailer stability and prevents sway
What is Tongue Weight?
Tongue weight refers to the downward force your trailer exerts on your vehicle’s hitch ball. For conventional trailers, this weight should typically represent 10-15% of your total trailer weight to maintain proper balance and steering control. In the case of gooseneck or 5th-wheel trailers, the tongue weight can be higher, usually between 15% and 30% of the trailer’s total weight.
Maintaining the correct tongue weight is essential for safe towing, as it helps prevent trailer sway and ensures stable handling on the road.
Define GTM and ATM
Gross Trailer Mass (GTM) represents your trailer’s maximum loaded weight, including the trailer itself and all cargo on it. Aggregate Trailer Mass (ATM) includes the GTM plus any additional weight transferred to your towing vehicle through the hitch connection.
Weight Limits and Legal Requirements
South African law regulates trailer dimensions and weights to ensure road safety. Standard trailers are limited to a maximum width of 2.6 meters and a maximum length of 12.5 meters.
Without special permits, exceeding these dimensions is prohibited. Weight restrictions depend on the driver’s license code, with specific limits on Gross Vehicle Mass (GVM) and Gross Combination Mass (GCM) for different vehicle and trailer combinations.
Understanding these legal requirements protects you from fines and liability issues. Local traffic authorities can weigh your combination at roadside checkpoints, and penalties for overloading can be severe. Always verify current regulations through official channels, as requirements change periodically.
Safe Towing Speed
South African law imposes specific speed restrictions for towing combinations that differ from standard vehicle limits. Vehicles exceeding 3 500 kg GVM or GCM must observe a maximum speed of 100 kph, even on freeways, where other traffic may travel at 120 kph. This reduced limit acknowledges the additional stopping distances and handling challenges associated with heavier combinations.
Safety experts recommend maintaining speeds between 80 and 90 kph for optimal control, regardless of legal limits. Higher speeds dramatically increase fuel consumption, with towing at 100 kph using approximately 30% more fuel than maintaining 80 kph. This speed reduction also provides better reaction time for unexpected situations and reduces stress on your towing equipment.
How to Tow Heavy Loads Safely
With towing fundamentals and legal requirements out of the way, it’s time to consider their practical application. Safe towing isn’t about luck – it’s about following proven procedures that keep you and other road users protected.
Pre-Towing Checks
Always verify your vehicle and trailer weight limits before loading. Weigh your loaded trailer at a certified scale, as estimating cargo weight often leads to dangerous overloading. Check your towbar rating independently, as it may be lower than your vehicle’s maximum towing capacity.
Inspect trailer lights, brakes, and tyres before every trip. Trailer tyres age differently from regular tyres due to extended storage periods and load cycling. Check tyre pressure when cold, as trailer tyres often require higher pressures than passenger car tyres to handle their load ratings safely.
Loading the Trailer Correctly
Weight distribution affects handling more than total weight in many situations. Place heavy items low and forward in the trailer to maintain proper tongue weight and centre of gravity. Avoid concentrating weight at the rear, which can cause dangerous oscillations at highway speeds.
Secure all cargo with appropriate tie-downs rated for the loads they’re restraining. Cargo can shift dramatically during emergency manoeuvres, potentially causing loss of control or trailer rollover. Use multiple attachment points and inspect tie-downs regularly during long trips.
Maintain larger following distances to account for increased braking requirements
Accelerate gradually to avoid excessive stress on your vehicle’s powertrain
Use lower gears on steep grades to maintain engine braking capability
Take wider turns to prevent trailer wheels from cutting corners
Monitor trailer behaviour through mirrors and respond immediately to any swaying
Trailer sway correction requires specific techniques that differ from normal driving responses. Gradually reduce speed without applying brakes if possible, as braking can worsen sway conditions. Manual trailer brake controllers allow you to apply the trailer’s brakes independently, often stopping sway effectively.
Using Technology and Accessories for Safe Towing
Modern trailer brake controllers integrate seamlessly with your vehicle’s systems, providing proportional braking that feels natural. These systems automatically adjust braking force based on deceleration demands, reducing wear and improving safety. Some advanced systems include gain adjustment for different trailer weights.
Tow-assist camera systems (shown above) eliminate traditional blind spots and simplify backing manoeuvres. Multiple camera angles help position trailers precisely, while some systems provide projected path guidance for complex backing situations (see below).
Commonly Asked Questions About Towing
What happens if I exceed my vehicle’s towing capacity? Exceeding towing capacity can cause transmission overheating, engine damage, brake failure, or suspension problems. Insurance companies may deny claims for accidents involving overloaded vehicles, leaving you financially responsible for damages.
How do I know if my towbar is rated for my trailer? Check the towbar’s rating plate, which should specify maximum tongue weight and total towing capacity. These figures must equal or exceed your trailer’s requirements. Professional installation ensures proper rating and legal compliance.
Can I tow with a passenger car, or is a truck/SUV necessary? Many passenger cars can tow light trailers safely within their rated capacities. However, trucks and SUVs generally offer higher capacities, better stability, and superior cooling systems for sustained towing operations.
How often should I maintain my towing equipment? Inspect hitches, electrical connections, and safety chains before each use. Professional servicing should occur annually or every 20 000 km, whichever comes 1st. Trailer bearings require regular greasing according to the manufacturer’s specifications.
Are there special licenses or permits required for towing heavy loads in South Africa? Standard licenses cover most recreational towing situations. Commercial operators or exceptionally heavy loads may require special permits or upgraded licenses. Consult local traffic authorities for specific requirements.
Towing License Requirements
License Code
Vehicle and Trailer Types Allowed
Trailer Gross Vehicle Mass (GVM) Limits
Additional Notes
B
Light motor vehicles (up to 3 500 kg GVM)
Trailer up to 750 kg GVM (unbraked trailers must be less than 50% of the towing vehicle’s tare mass)
Suitable for towing small trailers without independent brakes
EB
Vehicles allowed by Code B plus trailers
Trailer up to 3 500 kg GVM (must not exceed towing vehicle’s tare mass)
Required for towing heavier braked trailers; max 2 trailers allowed if combined GVM ≤ towing vehicle’s tare mass and ≤ 3,500 kg
EC1
Medium vehicles (3 500 kg to 16 000 kg GVM) plus trailers
Trailer over 750 kg GVM
Allows towing heavier trailers with appropriate braking systems
EC
Heavy vehicles (over 16 000 kg GVM) plus trailers
Trailer over 750 kg GVM
For towing very heavy trailers; requires advanced vehicle and trailer braking systems
Key Points:
Unbraked trailers must be less than 750 kg and less than 50% of the towing vehicle’s tare mass to be towed legally with a Code B license.
Braked trailers up to 3 500 kg GVM can be towed with an EB license, provided the trailer’s GVM does not exceed the towing vehicle’s tare mass.
The combined length of the tow vehicle and trailers must be less than 22 meters.
Both trailers must have independent braking systems if the combined GVM exceeds 750 kg.
License upgrades require passing the learner’s test and practical driving test with a suitable tow vehicle and trailer.
Additional Practical Tips
Long-distance towing requires extra preparation beyond local trips. Plan routes to avoid steep grades where possible, and identify service stations with trailer-friendly layouts. Carry spare trailer parts, including lights, fuses, and a tyre repair kit designed for trailer tyres.
Weather conditions dramatically affect towing safety. Crosswinds can destabilise trailers, while rain reduces braking effectiveness and visibility. Reduce speed significantly in adverse conditions, and consider postponing trips during severe weather warnings.
Emergency procedures can prevent minor incidents from becoming major disasters. If your trailer begins swaying, resist the urge to steer aggressively or brake hard. Instead, lift off the accelerator pedal gradually and allow the combination to slow naturally while maintaining straight steering inputs.
Understanding your limits and respecting your equipment form the foundation of safe towing. Every vehicle and trailer combination behaves differently, so start with light loads and familiar routes before attempting challenging towing situations.
Regular maintenance and proper preparation prevent most towing problems before they occur. Invest in quality equipment rated for your specific needs, and don’t hesitate to consult professionals for complex installations or unusual requirements.
Explore Cars.co.za’s extensive inventory to find the perfect towing vehicle for your adventures. Our detailed specifications and expert reviews help you make informed decisions based on your specific towing requirements and budget considerations.
While it’s no surprise that the new Golf 8.5 1.4TSI is an appealing family hatchback, what makes Volkswagen think the newcomer could be a success? After all, the brand anticipated the crossover apocalypse when it withdrew non-GTI Golf variants in 2021.
After a 4-year absence of standard Golf variants from the local market, Volkswagen Group Africa recently added the Golf 8.5 1.4TSI (available in 4 trim grades) to its line-up. This follows VW’s decision in 2021 to offer only GTI and R versions to satisfy what was left of rapidly shrinking demand for family hatchbacks.
In light of feverish demand for crossovers – including Volkswagen’s cute-but-befuddling armada of T-named niche-within-a-niche small and compact SUVs, it’s easy to understand the brand’s 2021 move.
Watch Ciro De Siena’s video review of the Volkswagen Golf 8.5:
At the same time, that doesn’t make it less ironic that VW has reversed its decision to bring back what it deems to be more budget-oriented options in a segment that the Kariega-based firm, well, helped to kill.
Speaking from experience, this has not made the jobs of automotive magazine editors any easier.
Their critical choice of each title’s monthly shop window – the cover – is conventionally hailed as a make-or-break opportunity meant to entice would-be readers. It affects circulation, therefore profitability and, in the wake of lasting misjudgements down the line, ultimately, that magazine’s survival… or demise.
What has happened to cover-worthy cars?
For consumer-oriented magazines, what subjects to deem as cover-worthy defines the tightrope between escapism and sensibility for the readers. If you slap a R3-million supercar on the cover, your mailbox will be flooded with complaints that the publication is out of touch with economic realities.
Conversely, put the popular Polo Vivo on the front page, and the store manager will be forced to call up the exterminators to get rid of the colony of chirping crickets he imagines next to the magazine shelf.
“What about compact crossovers/small SUVs? Nearly everybody wants one!” Yep, but they all look the same, do the same, and bear the same cross of the spirit-crushing inability to raise a pulse (chirp, chirp).
If it wasn’t for the headline-grabbing GR Corolla, buyers wouldn’t take much notice of Toyota’s 5-door family car.
And while South Africa is a dyed-in-the-wool bakkie country, you can’t put a Hilux on the cover all the time; readers simply tire of seeing the same type of vehicle on magazine covers month after month.
Part of this shortage of striking subjects is the disappearance of the once-staple of family transport – the C-segment hatch. These are, or were, 1st-world hatchbacks – not budget-priced carry-alls built in India or China; models such as the Ford Focus, Renault Mégane, Hyundai i30, Toyota Corolla hatch and the subject of this op-ed – the Volkswagen Golf – that have all but disappeared from our showrooms lately.
Volkswagen, though, hasn’t done itself any favours by pushing the Golf – a car meant to replace the OG Beetle as the “people’s car” and conceived as an attainable compact hatch – progressively upmarket.
Fifteen years ago, 2 out of every 5 Golfs sold in South Africa were GTI variants. The Golf 6 GTI DSG had a launch price of R368 300 and in 2013, when its Golf 7 successor arrived on our market, that iteration of the GTI retailed for R382 800. Volkswagen was riding a wave and barely able to keep up with demand.
Francisco Nwamba presents a Volkswagen Golf 7 GTI (2013-2021) Buyer’s Guide:
However, the arrival of the Golf 7.5 in 2017 signalled the death of the reasonably affordable GTI, with the price skyrocketing by nearly R200 000 to R545 000. The days of the cheap Golf were well and truly over.
The worst was still to come
The Golf 8 GTI launched any remaining hope of attainability into space with a 1-way ticket. Its price went up to R669 300 by 2021, followed in 2023 by an increase for no reason other than “demand and supply constraints” and today, in 2025, to an eye-watering, wallet-wilting R853 400 (for the pre-facelift car).
Watch Ciro De Siena’s video review of the Volkswagen Golf 8 GTI:
Offering only incremental improvements over its predecessor, the Golf is no longer worth what you pay for it. I’d be the 1st to admit to acknowledge that inflationary technological, design and manufacturing costs – even that vague chestnut of “market forces” – have driven up the prices of all cars over time.
However, the model’s gradual drift towards the pointy end of the premium hatch segment has rendered the Golf too pricey to still be considered a serious mainstream contender; a phenomenon that is further atrophied by salaries unable to keep up with our beleaguered Rand’s ever-weakening exchange rate.
It’s little wonder, then, that Volkswagen locally discontinued all non-GTI variants of the Golf in 2021, leaving the GTI and R as outlying oddities in the rest of the company’s car park; sales slowed to a trickle.
The result wasn’t just a lesson for all alarmed vehicle importers as it was a snapshot of South Africa’s Gini coefficient (an indicator of the domestic wealth inequality): With the gradual wittling away of the middle class, the stock on local showroom floors increasingly represents our country’s financial inequalities – dealers either sell R200 000 econoboxes or R1-million double-cabs. But very little in between.
As recent sales reports from naamsa | The Automotive Business Council (of South Africa) reveal, there isn’t a single C-segment hatch among the top 30 vehicles sold every month.
The proliferation of Chinese-made crossovers, which ramped up around 2021, ate the Golf’s lunch. Not only has the passenger hatchback been rendered superfluous, but car buyers can acquire a larger, fully-loaded crossover with everything thrown in as standard for the same price as the new Golf 8.5 1.4TSI.
The Chery 4 Pro (recently joined by its Tiggo Pro Cross sibling) often ranks among SA’s top 10 best-selling passenger cars.
And that is what, more than ever before, is hurting not just Volkswagen, but all other German premium vehicle brands (and others) that doggedly persist with the now-obsolete business model of offering customers 4 wheels and an engine, but whereafter every other convenience item is a cost-option.
Most (smart) car companies employ futurologists who interpret socio-economic trends to anticipate customer behaviour; it’s critical to product planning. In the wake of the tsunami (forgive me) of Chinese products entering not just in South Africa, but other markets (where they’re viable), it’s therefore mind-boggling that in light of the recent launch of the Golf 8.5, Volkswagen still hadn’t learnt its (own) lesson.
Once again, VW is offering a non-GTI Golf variant, but of which only the 2 most expensive trim grades are truly desirable because they are optionally fitted with the R-Line bodykit and the tech that you really want. It also unfortunately means you have to stretch to a minimum of R80k beyond the try-or-die base model that comes standard with nothing but buyer’s remorse for as long (or short) as you own it.
Price is what you pay – value is what you get: for every entry-level Golf 8.5 that Volkswagen hopes to sell for R580 000, there’s a raft of better-equipped and more spacious Chinese offerings from Chery, Haval, Jaecoo, Jetour, JAC and Omoda. Okay, many of these lack brand credentials and a proven track record, but for the struggling middle class, those are nice-to-haves. And the sales numbers don’t lie.
Prices for the recently launched Haval H7 family car, replete with off-roader looks, begin at just above R600k.
It’s an impossible battle: as a result of rationalisation (“buyers buying down”), Audi and Volvo have begun closing struggling dealerships; even the automotive giant, Toyota, has admitted that competition (from new Chinese brands) is “very real” and that the Aichi-based brand needs to find ways to become more competitive and further differentiate itself. Read:Chinese threat ‘very real’, says Toyota SA boss
Premium brands must embrace ‘the new normal’
That also means that for the SA new-vehicle market, the days of posh dealerships that resemble ivory-towered crystal palaces that endeavour to sell (now just a handful of) R1-million-plus cars, with matching unsustainable overheads, are almost over. A fundamental affordability crisis, coupled with runaway new-car price inflation, has seen luxury brands’ volumes shrink, while Chinese brands gain a larger foothold.
Speaking of which: in China, some cars are sold in iPhone-like stores in shopping malls at a fraction of the operating costs. Imagine a same-specced, more affordable Golf 8.5 taking up those same spaces in Sandton City, Gateway, or Canal Walk is an effortless exercise in value-driven and customer-oriented appropriateness, to say nothing of the feel-good factor and the bigger audience that it would reach.
Now that would be cover-worthy for any automotive magazine.
The GAC M8 has been confirmed for South Africa, with the Chinese firm seemingly suggesting its boldly styled MPV will make local landfall at some point in 2025…
Chinese automaker GAC Motor says it plans to not only expand its dealership network in South Africa in 2025 but also introduce fresh models. And it seems a boldly styled MPV called the M8 (a trademark BMW holds locally, of course) is very much on the menu for Mzansi.
As a reminder, the GAC Motor portfolio in South Africa currently comprises the GS3 Emzoom (which marked the brand’s local arrival in August 2024) and the Emkoo (which touched down the following month). The fully electric Aion Y is also on the cards for SA.
In addition to adding new derivatives to its current range (perhaps including a plug-in hybrid option), GAC Motor says it plans to launch the M8. Sold under the “Trumpchi” sub-brand in China, the M8 wears GAC badging in international markets.
Measuring 5 212 mm from snout to rump, the 7-seater GAC M8 is a little longer than the Mercedes-Benz V-Class, though its wheelbase of 3 070 mm is 130 mm shorter than that of the Stuttgart-based firm’s luxury MPV. The 2nd row features a pair of captain’s chairs.
The M8 is available in the world’s 2nd most populous nation with a choice of 3 powertrains, including hybrid and plug-in hybrid options. However, most international markets currently receive a turbocharged 2.0-litre, 4-cylinder petrol engine.
That motor generates peak outputs of 185 kW and 400 Nm, with the latter on tap from 1 750- to 4 000 rpm. From what we can tell, the front axle is driven by an 8-speed automatic transmission sourced from Aisin.
The PHEV powertrain, however, is also available in countries like Malaysia and Thailand, where it generates peak power of 274 kW and maximum torque of 630 Nm. Featuring a 26 kWh battery pack, this version has an all-electric range of 120 km and a total range of more than 1 000 km (both based on the NEDC testing procedure).
In overseas markets, features for the M8 include powered sliding doors on each flank, a large sunroof, triple-zone automatic air conditioning, electrically adjustable front seats (with heating and ventilation), a 14.6-inch touchscreen infotainment system, a 12.3-inch LCD instrument cluster, a surround-view camera system and various driver-assistance features.
Look out for more local info ahead of the GAC M8’s arrival in South Africa…
