When you’re in the market to buy a car – new or used – there are a lot of numbers to consider and compare: price, fuel consumption, resale value, load area, power output.
Seldom does the price of the spare parts come into the equation, partly because these numbers generally aren’t bandied about, mainly because few people consider the parts prices to be worthy of consideration.
It’s true that the cost of servicing and engine repair parts is irrelevant to car owners if the car has a service or maintenance plan, which applies to most cars these days.
But it’s a major factor in the case of budget cars that are not sold with plans to cover these costs, as well as older cars not covered by these plans.
When it comes to crash parts, though – light assemblies, bumpers, windscreens, bonnets, grilles, etc – buyers should pay close attention to their replacement prices before signing on the dotted line.
Because, as parts price guru Malcolm Kinsey pointed out, the cost of body parts “can hit you, literally, from day one”.
“In the event of an accident, irrespective of who is to blame, the costs will affect your pocket either in the size of the excess you have to pay, or where the write-off point is reached.
“The write-off point is generally about 70 percent of the value of the vehicle – and the value is not what you paid for the vehicle, but rather what you would get if you sold it.”
So how do you go about finding out what the various cars’ bits and pieces cost?
Well, for decades Kinsey has been sparing the rest of us this laborious process by sourcing the prices of a range of cars – from cheap-and-cheerfuls to luxury sedans – and compiling charts with individual prices as well as the sum of their parts, revealing at a glance the models with the most and least expensive parts baskets.
Luckily for consumers, the motor industry takes a keen interest in Kinsey’s numbers, not wanting to be seen on the wrong end of comparisons, which goes a long way to keeping a lid on parts prices and showing up anomalies.
Kinsey sources his parts prices from dealerships, not the manufacturers, in order to get prices which reflect the consumer experience.
And here’s what he has learnt by doing that: because the manufacturers may not set definitive prices for their goods – this is considered anti-competitive – they give the dealerships “recommended retail prices”, so the dealerships are free to mark up the parts to whatever they think the market will bear.
“We found one brand which had parts prices in Durban about 10 percent above the prices in Johannesburg, and the same parts were as much as 20 percent higher in Cape Town,” Kinsey said.
So don’t assume that dealerships selling the same vehicle brand will charge the same amount for the same part.
“When buying an older vehicle, all the figures on the charts are significant because there will not be a maintenance plan to absorb the costs of servicing and repairs,” Kinsey said.
“It makes sense to shop around, ask for discounts, even check two different franchise dealerships to see if one has lower prices than the other. Most will give some discount and it all helps to stretch that beleaguered rand a bit further.”
Kinsey’s just-released 2013 report covers the biggest car sample to date – 69 vehicles, the biggest category being the fast-growing “crossover” segment, with 15 models.
As always, he has grouped the parts into three categories: service parts, including oil, air and pollen filters, brake pads and wiper blades; repair items, which are more expensive and needed less often, such as brake discs and drums, shocks and clutch components; and crash parts.
Then he tallies all the numbers and comes up with the winners, the losers and the in-betweeners.
It’s impossible to do justice to all the numbers in this space, but here’s a taste of what Kinsey’s 2013 number-crunching reveals, taking into account the cost of all the parts, in total – service, repair and crash parts.
CITY CARS
Nine in the sample. These small and often “mid-tech” cars are normally aspirated and all are sourced from the East – India, Korea, China and Japan. They cost an average of R120 000.
Cheapest parts basket: Nissan Micra, followed by Suzuki Alto.
Most expensive: Chev Spark, followed by Kia Picanto.
Example of how the prices vary: The bonnet of a Micra costs R1 688 and the same part for a Spark costs R3 781.
ENTRY LEVEL
Only four in the sample. These are the older technology vehicles, stalwarts which have become favourites with economy-minded customers who prefer larger-bodied cars which will comfortably manage four solid passengers and have engine sizes of 1.4 or 1.5 litres. Average price: R125 000.
Cheapest parts basket: Ford Figo.
Most expensive: Toyota Etios.
Examples of how the prices vary: the rear windscreen of a Figo costs R953 and the same part for an Etios costs R2 694.
SUPER MINI
Eleven in the sample. This is the second-largest category and produced a surprise winner.
Cheapest parts basket: Peugeot 208, followed by Fiat Punto.
Most expensive: Opel Corsa, followed by Honda Jazz.
Examples of how the prices vary: the aircon condenser for the Chev Sonic costs R8 443, while the same part for the other cars in the category costs between R2 300 and R3 900.
FAMILY FAVOURITES
Ten in the sample. Nissan Tiida once again takes the glory in this group, again by a large margin.
Kinsey says the Tiida has taken over the mantle of the old entry-level Citi Golf, which retained its low parts price glory until it was discontinued in November 2009.
Cheapest parts basket: Nissan Tiida, followed by Toyota Corolla.
Most expensive: Honda Civic, followed by Mazda 3.
Example of how the prices vary: to replace the grille of the Tiida will set you back just R491, but the same part on the Civic costs R6 487.
COMPACT CROSSOVER
Only four in the sample. This is a small section catering for the under-R250 000 family runabouts; the ideal mom’s taxi with lots of space and few frills.
Cheapest parts basket: Toyota Avanza.
Most expensive: Daihatsu Terios.
Example of how the prices vary: the wheel rim on an Avanza costs R814, while the Terios’s rim costs R4 684.
CROSSOVER
Fifteen in the sample. The popularity of these versatile vehicles has continued to grow enormously. The range is pretty wide and so is the price – from upwards of R250 000 to R500 000.
Cheapest parts basket: Toyota Fortuner, followed by the Kia Sportage.
Most expensive: BMW X3, followed by the Land Rover Freelander.
Examples of how the prices vary: the left-hand headlight assembly on the Chev Trailblazer costs R2 475 to replace, while that part costs R5 692 on the X3, R8 744 on the Honda CRV and R10 460 on the Kia Sportage.
DOUBLE CABS
Nine in the sample. This is another popular section, this year with one addition in the Mitsubishi Triton.
For the second year the vehicles with the cheapest total parts baskets are the Indian and Chinese imports.
Cheapest parts basket: Tata Xenon, followed by GWM Steed.
Most expensive: Nissan Navara, followed by the Mazda BT 50.
Example of how the prices vary: To replace the driver’s window glass on the GWM Steed costs R326, while the same part on the VW Amarok costs R844.
AUTO EXECUTIVE
Seven in the sample. These are all luxury automatic cars with high technology and specifications.
“They are not bought for the economy of their parts,” Kinsey says, “so I doubt whether the owner of any of these superb vehicles is remotely concerned with these figures.
However, the second or third owner down the line should be.”
Cheapest parts basket: BMW 328i, followed by Audi A4.
Most expensive: Jaguar XF, followed by Mercedes C200.
Examples of how the prices vary: The bonnet of the Honda Accord costs R5 335 to replace, while that of the Merc C Class costs more than double – R12 215.
* For the full parts prices on all 69 vehicles surveyed by Kinsey in his 2013 report, go to www.kinseyreports.co.za and click on Kinsey Reports 2013.
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BMW LOSES THE PARTS WAR
Motor manufacturers have the right to register the aesthetic design of their cars as their intellectual property; in other words, another manufacturer may not “rip off” an entire design and produce a copy.
But copycat parts are an entirely different matter – it’s now open season for replica parts makers. That’s the implication of a recent Supreme Court of Appeals decision which went against BMW.
The carmaker has for the past three years sought to prevent parts maker Grandmark International from selling replacement parts for its cars, at generally lower prices than authorised BMW parts prices.
The crux of the case was whether the parts had an aesthetic as well as a functional value.
BMW had registered the aesthetic design of its models and the individual parts as its intellectual property.
The court held that consumers may choose a car partly for its aesthetic appeal, but the same didn’t apply to replacement parts, which were merely functional. Consumers merely want to “restore the vehicle to its original form”, the court said.
BMW SA first instituted action against Grandmark by way of search-and-seizure proceedings and then sought interdictory and ancillary relief against Grandmark based on allegations of contempt of court, registered design infringements and trademark infringements.
BMW’s aesthetic design registrations on its car parts are now invalid.
Grandmark’s Ian Pluke said: ”We can’t supply parts for any cars under warranty, because the manufacturers preclude this, but owners of out-of-warranty cars now have the right to have ‘non authorised’ parts fitted to their cars.”