As United Auto Workers threatened and eventually went on strike, many realized buying a new car might be an even longer process than it already was, the industry not having fully recovered from pandemic supply chain issues. But what few may have considered is many of the workers on strike produce parts. They are a critically important segment of the supply chain and, as the saying goes, a chain is only as strong as the weakest link.

If not for experienced managers at both Powell new car dealerships, the issue could have been much worse.

Before the UAW strike, managers at Fremont Motor Powell (Ford, Chrysler, Dodge, RAM trucks and Jeep) and Yellowstone Motors (GMC, Chevrolet and Toyota) started gearing up by purchasing as many parts as they could — from common factory oil filters to replacements for a multitude of parts they envisioned needing for future warranty work and repairs to older vehicles. From previous experience, both dealerships knew if they didn’t act fast, their customers could be hamstrung when a repair was necessary.

But it would be impossible to look into the future and know what they would need. There are thousands of parts in modern vehicles. An engine alone has thousands of parts in it. There are so many that if you simplify the equation and call the engine one single part, there would still be another 1,800 parts in the vehicle. Including every single engine part, the average car has roughly 30,000 parts if you account for every single nut or bolt.

The strike came at a time when the supply chain was already stressed. The result has been frustration, both on the part of customers and service departments.

At Yellowstone Motors, a beautiful 2020 full-size GMC Sierra with about 40,000 miles sits in the corner with its hood up; its engine bay empty. The warranty work could be finished in a day, but getting a new diesel engine is the issue.

“There’s so many hoops to jump through, and this fella needs his truck,” said Robbi Steinbach, Yellowstone Motors service manager. “I can have the engine in and running in five to six hours. But until it gets here, I’m kind of at the mercy of where these parts are coming from.”

Another issue for consumers, when the warranty expires, is price.

“We saw a jump from 2023 to 2024 by almost 45% on costs,” he said.

The biggest issue: We need our cars. NOW.

Wyoming isn’t famous for its mass transit systems, so if you go somewhere, it’s usually by car or truck. It had been a fairly common practice for folks to buy a new vehicle when repairs became more frequent. With the supply of new vehicles low, it’s hard to walk into a dealership and drive out with the exact model you want that same day. Some folks are waiting months for delivery.

Good used cars have seen significant increases in value for this very reason. But it doesn’t matter which new or used vehicle you purchase, there’s always a pretty good chance you’ll eventually need a repair.

One huge issue for the shops during the strike; factory warranty work requires the use of original equipment manufacturer (OEM) parts. To fix a car and keep the warranty valid, you can’t just run over to an aftermarket parts counter, Steinbach said.

Both dealerships have developed many new relationships, spending hours on the phone searching other dealerships for OEM parts. Assistant Parts Manager Shari Jackson is like Yellowstone’s “Radar” O’Reilly (from the film and TV series MASH). When they need a part not in stock, she gets on the phone, calling dealerships across the country looking to buy or swap.

“I’ve gained a lot of friends just working with other dealers to see who has what I need. If they need parts we have, I graciously give them up. If I give the parts up, they will give theirs up when we need something,” she said.

Fremont General Manager Mike Hobbs said even ordering a part has become difficult because some of the parts distribution centers workers went on strike as well.

“For the last six weeks we’ve seen a definite slowdown in being able to obtain parts to fix vehicles. It’s really caused us some headaches and real delays,” he said.

The Fremont service department aggressively seeks the needed parts from dealerships “wherever we can find them,” Hobbs said.

“Other dealerships will sell what they can, and hold on to what they need to fix their own customers’ cars,” he said.

And there are more repairs coming in because people have been forced to hold onto their vehicles longer than they intended due to the now years-long issue with acquiring new cars.

“It’s not just about building new cars. The [strike and supply chain issues] are affecting every capacity for the automotive industry. It will certainly slow things down until they can ramp up production,” he said.

The most important tool, both for dealers and customers, will be patience; at least until the supply chain is solid. Every segment of the industry across the country is feeling the crunch due to interruptions. But now, after nearly two months, the UAW strike against the big three automakers is over and most workers are returning to their jobs. Now smaller parts producing companies are in the process of calling back laid off workers because of the strike, and that, too, will take time.

But one issue that regional dealerships and repair shops all face is winter travel. Almost every winter in Wyoming is longer and more severe than in many other parts of the country and there aren’t large distribution centers close. Parts being sent here are routinely slowed by ice-covered and closed roads.

“Even before the strike, we can see in the winter three- to five-day delays on parts. If there’s ice on the road, I can’t get it quickly,” Steinbach said.

The only comfort in this equation for customers is the foresight, diligence and urgency at the dealerships. However, most don’t see the extra work being done behind the scenes.

“The hardest part of our job is helping the customer understand that we’re doing everything we can under the circumstances,” he said.