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Sparesboyz founder reflects on three decades of parts reuse in South Africa

Sparesboyz founder John Hunt argues that South Africa’s vehicle recycling sector remains held back not by demand for reused parts, but by weak regulation, poor enforcement and crime-linked loopholes. After three decades in the trade, he says tighter ELV controls and proper environmental standards are essential to professionalise the market.

Spareboyz team members stand among dismantled engines prepared for resale and reuse — John Hunt (left) and team member, Paul

John Hunt, owner of South African new- and used-parts supplier Sparesboyz, looks back on more than 30 years in the vehicle recycling sector, from building a specialist Mercedes parts business under strict brand advertising limits to expanding into a broader reuse and recycling operation. He also outlines the regulatory gaps, crime risks and weak environmental standards he believes continue to hold back professional end-of-life vehicle management in South Africa.

Starting out under tight brand restrictions

In 1990, I used two old Mercedes cars, given to me by my parents as wedding presents, to launch a business aimed at transforming the local scrapyard sector. The idea was to offer a specialist used parts facility where customers could buy quality Mercedes spares off the shelf.

There were many obstacles to overcome due to the very restrictive control regulations and protections the Government had implemented to restrict the sale of parts in opposition to official brands and rights, and to protect them locally. It was difficult to build the business when unable to use the brand name for advertising and marketing.

Forklift operator loading an end-of-life vehicle for transport at Spareboyz facility

Technicians dismantling vehicles and recovering reusable parts inside Spareboyz workshop

From legal challenges to higher recycling standards

Over time, and because we built credibility and, most importantly, “Trust” in our company and services, demand from our customer base prompted us to expand our range of brands. This resulted in our company being legally challenged by the corporations to stop trading. After legal battles, it was agreed that we had to use the phrase “Suitable for” before each brand name. Thanks to these legal challenges, the result was tremendous: it accelerated public awareness of the offering of an alternative source of “quality, mostly original OEM” parts. A big turning point was the government’s introduction of our new “Constitution”, which opened up free trade.

Our main focus in this industry (without much regulation) is to run and operate a clean, “green, efficient” organization. Not only to recycle parts but everything associated with the automobile, such as tyres, oil, plastics, etc. This I learnt from visiting many companies in Europe to learn the correct techniques enabling us to run to European standards. Russel from A1 in Wokingham was instrumental in allowing us to visit and learn. Trents in the UK has also contributed to our learning through their video online.

A centralised operation serving South Africa and beyond

Originally, we had set up businesses in every major city in South Africa. Due to the internet and our expansion from a “logistics” point of view, it became way more efficient and financially viable to centralize our operation locally. Distribution and collection of vehicles is now overnight, except for the furthest location being two days. The main focus is the sale of quality used parts and vehicle recycling. We serve all potential markets -private buyers, repair workshops, panel beaters, and the many small businesses located throughout South Africa and many African countries.

Vehicle shell prepared for recycling outside Spareboyz processing facility

Accident-damaged Mercedes vehicle entering Spareboyz system for parts recovery and recycling

Full recycling and tougher controls

We are fully committed to high recycling standards, with environmental protection at the centre of our operation. This is not always the case among many local competitors. Every vehicle we purchase is officially scrapped under the local Code 4 classification, meaning it is permanently removed from the NaTIS registration system and can never be re-registered for use on the road. This provides a clear safeguard against vehicle cloning and the theft of matching identities. By contrast, many other operators continue to sell logbook documents separately, a practice that can contribute to criminal activity, including vehicle theft and hijacking.

Weak controls, weak enforcement, rising crime risks

The biggest constraint is the lack of effective government control systems. The sector also needs clearer recycling standards, backed by proper regulation and enforcement. A further priority is the correct coding of vehicles that are beyond economic repair so they are channelled into recycling only, which would help professionalise the industry and curb crime, including cloning and cross-border trade in stolen vehicles.

Flatbed truck transporting end-of-life vehicles for dismantling and recycling

Crushed vehicle shells and materials staged for downstream recycling

A sector lagging far behind global standards

Vehicle recycling in South Africa remains significantly underdeveloped and, in my view, is more than 20 years behind international best practice. I believe that fewer than 5% of vehicles are properly recycled and removed from the official registration system, with the rest too often dumped, informally dismantled or left unaccounted for. The environmental consequences of this are severe.

The most urgent priority is legislation. At present, there is a clear lack of effective rules and enforcement. South Africa does not need to start from scratch; it could make rapid progress by adopting proven European models that are already working in many countries.

Getting this right would do more than improve environmental performance. It would help create jobs, clean up communities and reduce crime linked to vehicle theft and hijacking.