Vehicle repair times are reaching unprecedented lengths, with some motorists waiting months or even over a year for parts, according to Autocar. For the vehicle recycling and repair trade, these delays present both operational challenges and opportunities, as the industry grapples with the consequences of increasingly complex vehicles and financially strained OEMs.
A recent What Car? Reliability Survey found that over 10% of nearly 10,000 respondents experienced repair delays of more than a week, with many facing significantly longer wait times. Real-world examples illustrate the scale of the problem: one Range Rover Sport P400e sat at a JLR dealership for seven weeks before a battery fault was diagnosed, only to be told the required part would take over a year to arrive. Another Hyundai Ioniq 5 remained off the road for 10 weeks, with its part still weeks away.
These lengthy delays are not just affecting private owners. A report by a fleet leasing giant revealed that nearly 25% of UK fleet operators have seen increased vehicle downtime over the past year, resulting in significant costs to businesses in terms of both time and money.
The root of the issue lies in the increasing technical complexity of modern vehicles. Ben Townsend, Head of Automotive at Thatcham Research, points out that even a seemingly straightforward task like windscreen replacement now involves high-tech components, including cameras, sensors, and heating elements. What was once a £300 driveway job now costs five times as much, requires specialist calibration, and can take days to complete.
This surge in complexity affects every aspect of the supply chain. More advanced vehicles require more diverse parts and highly skilled technicians. Logistics providers must handle a broader inventory, and repair centres must invest in new tools and training. For recyclers, the demand for high-quality used parts has never been greater.
Meanwhile, OEMs are pulling back on spare parts inventories. Faced with rising production costs, international trade uncertainty, and the financial strain of transitioning to electric vehicles, many manufacturers can no longer afford to hold large volumes of parts in stock. Townsend highlights that manufacturers are focusing on just-in-time production and slashing warehouse inventory across Europe to free up cash flow.
This inventory shortfall is exacerbated by market fragmentation. Rather than transitioning wholesale to EVs, consumers are split across electric, hybrid, and ICE vehicles, each with unique parts requirements. As Townsend explains, “It’s hugely complex at a time when manufacturers are cash-constrained.”
These delays are also influencing insurance decisions. Vehicles are increasingly being written off for relatively minor damage because insurers cannot justify the cost of long-term courtesy car hire while waiting on delayed parts. In one example, an EV was declared a total loss due to an unavailable wing mirror, despite only superficial damage.
The problem is particularly acute for Chinese-built vehicles. Their repair philosophy, built around low labour costs, emphasises full section replacement rather than panel-level repairs. As a result, European repairers are often supplied with oversized or excessive components, adding to repair complexity and waste.
For the vehicle recycling industry, the current landscape underscores the growing value of reliable, readily available used parts. With OEM supply chains under pressure, the aftermarket’s role in supporting vehicle uptime is more critical than ever.
Source: www.autocar.co.uk
