What Are Crumple Zones and How Do They Work?

What are crumple zones in cars? We examine exactly what these passive safety elements are and how they work to keep you safe.

Your car is designed to crumple. That might sound counterintuitive, but it’s one of the most important safety innovations in modern automotive engineering. Crumple zones, those specially engineered sections at the front and rear of your vehicle, are built to fail – and that failure could save your life.

Most drivers never think about these engineered deformation zones until they need them. Yet every time you get behind the ‘wheel of your vehicle, these silent guardians stand ready to protect you from the devastating forces of a collision.

What Crumple Zones Do

Crumple zones quite literally absorb and dissipate energy during a car crash/collision. These areas are designed to deform and collapse in a controlled way during an impact, absorbing the massive amounts of kinetic energy that need to go somewhere when your moving vehicle suddenly stops.

Unlike the rigid safety cell that protects occupants inside a car’s cabin, crumple zones are intentionally weak. They’re engineered to give way under pressure, creating a buffer that slows your vehicle down gradually rather than bringing it to an abrupt, bone-jarring halt. This controlled collapse is what makes the difference between walking away from an accident and facing serious injury.

The Science Behind the Safety

The physics behind crumple zones may not be rocket science, but it’s lifesaving. The principle relies on impulse and momentum, specifically, the relationship between force, time, and velocity during a crash.

Here’s the equation that could save your life: F_avg × Δt = m × Δv. By increasing the time (Δt) over which your vehicle decelerates, crumple zones dramatically reduce the average force (F_avg) your body experiences. This fundamental relationship explains why modern cars perform so much better in crash tests than their rigid predecessors.

During a collision, these zones don’t just absorb energy through deformation. They also redirect and distribute crash forces away from the passenger compartment, maintaining the structural integrity of your safety cell. This dual action – absorption and redirection – is what keeps the occupant area intact while the front or rear of the vehicle crumples.

Engineering Materials for Maximum Protection

Modern crumple zones aren’t just bent metal waiting to fold. They’re sophisticated structures made from carefully selected materials, including high-strength steel, aluminium alloys, and advanced composites. Each material is chosen for its specific deformation characteristics under impact.

The design often incorporates frame segments that bend or collapse in predetermined patterns. Some vehicles even feature specialised components like collapsible steering columns that further reduce injury risk by preventing the steering wheel from being driven into the driver’s chest during a frontal impact.

Engineers spend countless hours testing these materials and designs to ensure they deform predictably. The goal is controlled failure – the zone must crumple just enough to absorb energy, but not so much that it compromises the passenger cabin’s integrity.

Why Your Life Depends on Them

Occupant Protection

Crumple zones serve as your first line of defence against crash forces. By absorbing and dissipating impact energy, they significantly reduce the forces transmitted to your body. This reduction in force translates directly to reduced injury severity, often the difference between minor bruising and life-threatening trauma.

Passenger Cabin Preservation

While crumple zones collapse, they’re designed to maintain the integrity of your survival space. They act as a protective barrier, preventing intrusion that could crush or trap occupants. This preservation of the passenger compartment is what allows other safety systems to function effectively.

Safety System Integration

Crumple zones don’t work in isolation. They’re designed to complement your vehicle’s airbags and seat belts by managing the timing and intensity of crash forces. This integration optimises the performance of all safety systems, working together to protect you.

Modern vehicles with properly designed crumple zones consistently achieve better crash-test ratings than older, more rigid designs. These improved outcomes aren’t just statistics – they represent real lives saved on roads across South Africa and around the world.

Real-World Impact on Road Safety

The effectiveness of crumple zones becomes clear when you compare crash outcomes between modern and older vehicles. Cars from the 1970s and 1980s, which were built like proverbial tanks with rigid construction, often transferred enormous forces directly to occupants during crashes.

Today’s vehicles might look more damaged after an accident, but that visible damage represents energy absorption that didn’t reach the people inside. The crumpled metal is evidence that the safety system worked exactly as intended.

Maintenance and Your Safety Investment

Most drivers don’t realise that crumple zones require no special maintenance – they’re passive safety systems that are always ready. However, structural damage from previous accidents can compromise their effectiveness. This is why proper collision repair using manufacturer specifications is so important.

After any significant impact, even if the vehicle seems drivable, these zones may have already done part of their job. A thorough inspection by qualified technicians can determine if the structural integrity remains intact for future protection.

The next time you see a severely damaged vehicle after an accident, remember that the crumpled metal represents successful engineering. Those zones absorbed tremendous forces that could have been transmitted to the occupants instead. In many cases, that engineered failure is the reason people walk away from crashes that would have been fatal in older vehicles.

Your car’s ability to deform and break up in the right places, at the right time, in the right way, represents decades of safety engineering evolution. These hidden heroes work silently every time you drive, ready to sacrifice themselves for your protection if the worst should happen.

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Volvo 850R: Classic Drive

In the mid-90s, when Volvo was still regarded as a safe, but ultimately dull choice by driving enthusiasts, the Gothenburg-based brand unleashed the 850R – a super sedan with explosive performance. We took a pristine example for a run in the Swartland.

Think “Volvo 850” and your thoughts are likely to turn to the brick-like station wagon version piloted by the likes of Rickard Rydell and Kelvin Burt in the British Touring Car Championship in the 90s. It was a marketing tactic that bestowed considerable desirability on the Swedish marque’s faster T5-badged variants and, in particular, the limited-edition T-5R, which was the curtain raiser for the Volvo 850R.

Volvo 850R rear three-quarter tracking shot

You see, Volvo was so encouraged by the T-5R’s success that the firm decided to make a fast flagship a permanent member of the ageing line-up – that’s how the Volvo 850R was born. The car you see here, which is in pristine condition, belongs to Emile Smit, who lives in Malmesbury. What’s more, it’s a rare manual version – a mere 58 units of the 850R came to South Africa, and of those, only 18 were manual.

It’s an important distinction (manual vs automatic), because the self-shifting 850R was powered by the T5’s 166kW/300Nm engine, while the “stick shift”, as featured here, packed 186 kW and 350 Nm from its 2.3-litre 5-cylinder turbopetrol motor. That’s quite a lot of grunt to go through the front wheels only…

Compared with the earlier T-5R variant, the 850R’s engine had a larger turbocharger (manual only), a new manifold and intercooler, plus a more sophisticated fuel pressure sensor (source: Volvotips.com)

Performance and Luxury

When Emile showed up at a SentiMETAL OutRun with this Volvo, it just about stole the show. The crisp, squared-off lines truly “pop” in this bright Brilliant Red paint finish (10 red 850Rs, at most, were brought to Mzansi), and Emile’s 850R has a cream leather trim, which at 1st glance appears an odd combination, particularly with the gloss birch wood finish, which would be more befitting of a luxury sedan.

On the outside, it has just enough BTCC swagger to make those in the know sit up and take notice. It sits low (30 mm lower than a normal T5), hunkered down on those dark gunmetal Volan 17-inch wheels, the front spoiler is deep, and at the rear, there’s a subtle black lip on the already prominent boot spoiler.

But then again, the Volvo 850R is also a luxury sedan. It is extremely highly specced for a car of its era and, as a consequence, the cabin is spattered with buttons! The multitude of luxury and tech features (for a 30-year-old car) includes traction- and cruise control, dual-zone climate control, an audio system with a CD player, heated and electrically adjustable front seats, as well as dual front and side airbags.

If you’re looking to buy a Volvo 850R, make sure all the electric gizmos work when you take it for a test drive. Emile has spent a considerable sum of money on maintaining his car, so thankfully, everything functions properly, including the aircon that pumped lovely cool air on a hot Cape Town summer day.

Specification:

Model: 1996 Volvo 850R sedan
Engine: 2.3-litre 5-cylinder, turbopetrol
Power: 186 kW at 5 400 rpm
Torque: 350 Nm at 2 400 rpm
Transmission: 5-speed manual, FWD
Weight: 1 457 kg
0-100 km/h: 7.5 sec (as tested by CAR)
Top speed: 236 kph (as tested by CAR)

What is a Volvo 850R like to drive?

The Volvo 850 was always a comfortable, spacious and safe car, and I’m immediately struck by the good seating position and how comfortable the Swedish sedan’s seats are. Fire it up, and the engine settles into a slightly deeper than normal, but still civilised, 5-cylinder thrum – the exhaust doesn’t bark or spit.

The 5-speed gearbox is surprisingly slick and precise (the car had clocked up about 150 000 km when I drove it), and the clutch takes cleanly. The turbocharged powerplant exhibits far less boost lag than I had anticipated, but the fireworks start at just over 2 000 rpm, with the 2.3-litre 5-pot delivering its peak torque from 2 400 all the way to 5 200 rpm. So it pulls strongly quickly, and keeps doing so.

Third is a do-anything gear, with explosive responsiveness to the throttle and a long enough powerband to see speeds rise quickly, very quickly. And yet, for a car of this age, it’s refined, and the cabin is quiet.

Generous overtaking acceleration, which squishes passengers into those comfortable chairs, is this car’s forte. For the record, the 850R gallops to 100kph in around 7.5 sec and goes on to a top speed of 236 kph (according to a road test published in CAR magazine’s January 1997 issue). So, it’s no slouch.

It’s a firm-riding car, though, with the suspension settings seemingly favouring dynamic ability and traction over cossetting comfort. That said, it’s no firmer than a modern hot hatch or performance sedan, and it puts its power down surprisingly well, with a viscous coupling and Torsen differential at the front.

It will scrabble for grip when the driver’s inputs aren’t smooth, or when the road surface is rippled or patchy, but the steering communicates nicely, so you’re always aware of what’s going on beneath you.

Summary

When the 850R was launched in South Africa, it cost around R260k: a hefty price for a Volvo back then – slightly cheaper than an Audi S6, but pricier than an Alfa Romeo 164 V6. The Swede was more powerful than either of them, and in my view, is highly underrated as a reasonably affordable modern classic.

According to Emile, because there are so few 850Rs around, it’s hard to establish a price for a good 850R manual these days (but probably around R250k). Sure, you can pick one up for less than that, but it will probably require lots of work (and expenditure). Good luck finding one as nice as this, however!

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Land Rover Discovery (2025) Price & Specs

The Land Rover Discovery range has been updated and trimmed in SA, though is now topped by a derivative described as “the most luxurious Discovery ever produced”…

The Land Rover Discovery line-up in South Africa has been rejigged, losing a few derivatives but gaining a pair of new special editions – one of which is described as “the most luxurious, comfortable and highly specified Discovery ever produced”.

Before this update, the local Discovery portfolio had comprised 8 derivatives, with base pricing bookends of R1 798 600 and R2 242 500. Now, despite the addition of fresh Gemini and Tempest variants, the line-up has effectively been pared back to 6 derivatives.

Discovery base prices now start at R1 824 700 and run through to R2 351 200 (before options, of course), representing respective increases of R26 100 and R108 700. Interestingly, the Dynamic SE grade appears to have fallen away completely.

Moreover, the P360 powertrain – a 265 kW/500 Nm turbocharged 3.0-litre 6-cylinder petrol engine with mild-hybrid gubbins – is now seemingly offered only in flagship Tempest guide (and furthermore in “limited” quantities, according to Land Rover’s website).

That means 5 of the 6 derivatives draw their urge from the British firm’s unchanged D350 powertrain. As a reminder, this 3.0-litre turbodiesel straight-6 motor delivers 257 kW and 700 Nm to all 4 corners via an 8-speed automatic transmission. The obligatory 0-100 kph sprint takes a claimed 6.3 seconds, while top speed is listed as 209 kph.

The automaker says the Discovery line-up has gained “a number of specification enhancements designed to offer more choice and versatility”, including new alloy wheel options. In addition, the brand has rolled out a trio of what it calls “curated accessory packs” (Beach Days, Road Trip and Snow Days).

Meanwhile, the new Gemini edition – which takes its name from the codename given to the diesel engine that powered the original Discovery from 1989 – is available in 6 exterior colours, including the derivative-exclusive “Sedona Red” with a gloss-black roof.

Priced from R2 038 800, this variant gains a Gemini-specific graphic on its B-pillar badges, treadplates and interior finishers, along with new 21-inch split-7-spoke alloy wheels finished in a silver hue. Other standard features include a cooler compartment between the front seats, “Click & Go” media holders for rear-seat occupants and 3-zone climate control.

*The Tempest is described as the “pinnacle” of the Discovery family.*

What about the Tempest? Well, the automaker says this edition “represents the pinnacle” of the Discovery family. Taking its name from what Land Rover calls its “secret development launch programme” for the 2nd-generation Discovery back in 1998, the Tempest is offered in a choice of 3 body colours, all with a new matte protective film.

A contrasting “Petra Copper Gloss” roof finish is standard, though buyers can optionally select gloss black instead. The “Petra Copper Gloss” finish is repeated on design details such as the wing vent, “Discovery” script and lower bumper inserts, as well as the derivative-specific 22‑inch alloy wheels.

Priced from R2 326 200 in P360 guise (though, again, availability of this powertrain is apparently limited) and R2 351 200 in D350 form, the Tempest furthermore sports unique badging on its B-pillars, treadplates, puddle lamps and interior finishers. The cabin gains “Shadow Aluminium” detailing along with extended Ebony Windsor leather upholstery.

What does the Land Rover Discovery cost in South Africa?

Land Rover Discovery D350 S – R1 824 700

Land Rover Discovery D350 Gemini – R2 038 800

Land Rover Discovery D350 Dynamic HSE – R2 136 800

Land Rover Discovery D350 Metropolitan Edition – R2 260 600

Land Rover Discovery P360 Tempest* – R2 326 200

Land Rover Discovery D350 Tempest – R2 351 200

*Limited availability

The prices above include a 5-year/100 000 km warranty and a maintenance plan with the same parameters.

Car Mileage Myths: Why Numbers Don’t Tell the Whole Story

What do those numbers on the odometer mean? We’re looking at what car mileage tells you, and what else to look for when assessing the condition of a used car.

The average South African drives approximately 21 000 km per year, yet most car buyers still consider mileage as a mystical number that determines a vehicle’s entire worth.

According to NerdWallet research, correctly understanding car mileage (the highest kilometre reading on the odometer in the centre of the instrument cluster) can save you thousands when buying used cars.

The truth is, mileage (shown above by the number 222 199) tells only part of the story. A well-maintained vehicle with 150 000 km can outlast a neglected car with half that distance.

Smart buyers know that context matters more than numbers on the odometer, and the real secret lies in understanding what those kilometres truly represent about a car’s life story.

What Counts as Good Car Mileage?

Good mileage for a used car is typically under 19 000 km per year for petrol vehicles and under 16 000 km annually for turbodiesel cars.

This benchmark gives you a starting point, but the story gets even more interesting. Modern vehicles are built to last well beyond 160 000 km, with many reaching 320 000 km or more through proper care. The magic number isn’t the total distance – it’s how those kilometres are accumulated.

A car that racked up highway kilometres during long commutes will typically show less wear than one that spent years navigating stop-and-go city traffic. Highway driving is gentler on brakes, transmission, and engine components. City driving creates more stress through constant acceleration and braking.

How Vehicle Type Affects Mileage Standards

Different vehicles handle high mileage differently. SUVs and trucks often see higher annual mileage due to their intended use for longer trips and heavier work. These vehicles are typically built with more robust components to handle demanding conditions.

Luxury vehicles might seem concerning with higher mileage, but some premium car brands, such as Honda and Lexus, are engineered for longevity. Their higher initial cost often reflects superior build quality that pays dividends over time. Meanwhile, economy cars can surprise you with their durability when maintained properly; Toyota and Suzuki have built reputations on exactly this reliability.

What Affects Car Durability?

Maintenance Matters Most

The difference between a car that suffers a catastrophic mechanical failure at 100 000 km and one that runs highly reliably after 250 000 km usually comes down to maintenance. Regular oil changes, filter replacements, and scheduled servicing prevent small problems from becoming expensive failures.

Service records tell the real story of a car’s health. A vehicle with complete maintenance documentation often proves more reliable than a low-mileage car with no service history. Smart sellers keep these records because they know informed buyers will pay more for transparency.

Driving Habits Leave Their Mark

How previous owners drove matters enormously. Aggressive driving, which includes rapid acceleration, hard braking, and poor shifting technique, accelerates wear on every component. These habits stress the engine, transmission, brakes, and suspension systems.

Conversely, gentle driving extends component life significantly. Cars driven by cautious owners often perform well beyond expected lifespans. (Which is why many dealers advertise vehicles with the words, “previous lady owner.”) Unfortunately, you can’t always determine driving style from appearance alone, which makes professional inspections valuable.

Environmental Challenges

South Africa’s diverse climate creates unique challenges for vehicles. Coastal areas expose cars to salt air that accelerates corrosion (rust). Inland regions face extreme temperature swings that stress cooling systems and batteries. Gauteng’s high altitude affects engine performance and fuel efficiency.

Road conditions vary dramatically across the country. Potholes and rough surfaces damage suspension components and alignment. Rural areas might mean more dust and debris, while urban environments create different wear patterns through constant stopping and starting.

Smart Used Car Shopping Strategy

With knowledge about what affects car durability, you can approach used-car shopping with confidence. The key is developing a systematic approach that weighs mileage alongside other critical factors.

Calculate Annual Mileage First

Take the total mileage and divide by the car’s age. This simple calculation reveals usage patterns immediately. A 5-year-old car with 120 000 km averages 24 000 km annually, which is higher than ideal but not necessarily problematic if other factors align.

Compare this figure against the benchmarks, but remember that 1 high-mileage year doesn’t doom a vehicle. Maybe the previous owner took a long road trip or had a job that required extensive travelling.

Look Beyond the Numbers

Mileage provides context, not conclusions. A complete evaluation includes maintenance records, visual inspection, and professional assessment. Check for signs of wear that don’t match the odometer reading – excessive pedal wear, steering wheel shine, or seat deterioration might indicate problems.

Vehicle history reports reveal accidents, repairs, and registration changes that affect value and reliability. Multiple previous owners or commercial use can impact longevity regardless of mileage.

Vehicle History Report Options

Vindocs – Comprehensive vehicle history checks in South Africa
TransUnion South Africa – Vehicle verifications and registration history
carVertical – Detailed vehicle and motorcycle history reports
VehicleFacts – Vehicle risk profiles and market valuations
FirstCheck – VIN checks and full vehicle history reports
South African Insurance Association (SAIA) VIN-Lookup – Free tool for checking salvage status
AA Auto Facts – Pre-purchase vehicle inspections and history reports
Dekra Automotive South Africa – Vehicle inspections and verifications

A Professional Inspection Is Worth The Price

Even experienced car enthusiasts benefit from professional inspections. Qualified mechanics spot issues that escape casual observation. They can assess engine condition, transmission health, and structural integrity beyond what mileage alone suggests.

This investment often saves a buyer money by identifying problems before purchase or providing negotiation leverage. A clean inspection report also gives peace of mind that your mileage assessment was accurate.

Red Flags to Watch

Extremely low mileage on older cars can indicate prolonged storage, which creates problems of its own… Seals dry out, fluids degrade, and components seize from lack of use. These cars might need extensive work despite appearing pristine.

Conversely, suspiciously high mileage might indicate commercial use, fleet service, or ride-sharing history. These applications create different wear patterns and stress levels compared to personal use.

Making Your Decision

Good mileage varies by vehicle type, intended use, and personal circumstances. A car with 100 000 km might be perfect for someone needing reliable transportation for several years, while another buyer might prefer lower mileage for long-term ownership.

Consider your own driving patterns and maintenance commitment. High-mileage vehicles often require more frequent attention and repairs. Budget accordingly and choose vehicles known for reliability in their higher-mileage years.

Your Next Step Forward

Understanding mileage helps you make informed decisions, but it’s just 1 piece of the used-car puzzle.

The best approach combines mileage analysis with thorough research, professional inspection, and realistic expectations about any vehicle’s future needs. Knowing how your potential purchase fits the general South African mileage pattern gives you negotiating power and confidence in your choice.

At Cars.co.za, we provide the tools and information you need to evaluate vehicles properly, helping you find reliable transportation that fits your budget and lifestyle. Smart car buying starts with understanding what those kilometres truly mean.

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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.

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

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

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

Want to purchase a new or used Mitsubishi? Browse vehicles for sale

Read all the latest Mitsubishi news and reviews

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.”

Want to purchase a new or used Ford? Browse vehicles for sale

Read the latest Ford news and reviews

What Are Crumple Zones and How Do They Work?

What are crumple zones in cars? We examine exactly what these passive safety elements are and how they work to keep you safe.

What Crumple Zones Do

The Science Behind the Safety

Engineering Materials for Maximum Protection

Why Your Life Depends on Them

Occupant Protection

Passenger Cabin Preservation

Safety System Integration

Real-World Impact on Road Safety

Maintenance and Your Safety Investment

Volvo 850R: Classic Drive

In the mid-90s, when Volvo was still regarded as a safe, but ultimately dull choice by driving enthusiasts, the Gothenburg-based brand unleashed the 850R – a super sedan with explosive performance. We took a pristine example for a run in the Swartland.

Performance and Luxury

Specification:

What is a Volvo 850R like to drive?

Summary

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Land Rover Discovery (2025) Price & Specs

The Land Rover Discovery range has been updated and trimmed in SA, though is now topped by a derivative described as “the most luxurious Discovery ever produced”…

What does the Land Rover Discovery cost in South Africa?

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Car Mileage Myths: Why Numbers Don’t Tell the Whole Story

What do those numbers on the odometer mean? We’re looking at what car mileage tells you, and what else to look for when assessing the condition of a used car.

What Counts as Good Car Mileage?

How Vehicle Type Affects Mileage Standards

What Affects Car Durability?

Maintenance Matters Most

Driving Habits Leave Their Mark

Environmental Challenges

Smart Used Car Shopping Strategy

Calculate Annual Mileage First

Look Beyond the Numbers

Vehicle History Report Options

A Professional Inspection Is Worth The Price

Red Flags to Watch

Making Your Decision

Your Next Step Forward

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

Related content:

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?

Related Content

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

Related content

Ford Pro Convertor Programme Goes Live