A bipartisan coalition in both chambers of Congress has moved to enshrine standardized vehicle diagnostics data access into federal law, introducing companion legislation that would require automakers to share repair data with independent shops on the same terms offered to franchised dealerships-with a key compliance horizon converging on 2027 federal connected vehicle rules.
The Right to Equitable and Professional Auto Industry Repair Act-known as the REPAIR Act-was reintroduced in the House in February 2025 and later introduced in the Senate in April 2025. The House bill was introduced by Representatives Neal Dunn (R-FL-02), Brendan Boyle (D-PA-02), Warren Davidson (R-OH-08), and Marie Gluesenkamp Perez (D-WA-03), alongside 12 additional bipartisan members.1Surface Transportation Reauthorization: Federal Highway Programs | Congress.gov | Library of Congress In the Senate, Senators Ben Ray Luján (D-N.M.) and Josh Hawley (R-Mo.) introduced the companion legislation.
Background
The REPAIR Act aims to protect consumers' right to repair their vehicles while ensuring the continued safe operation of the nation's 292 million registered passenger and commercial motor vehicles-70% of which are currently maintained by independent repair facilities. As modern vehicles grow more complex-incorporating advanced driver assistance systems (ADAS), telematics, and software-driven diagnostics-the legislation addresses mounting concerns over fair access to repair information.
Vehicle owners and independent repair shops must currently pay fees to manufacturers to access repair data generated by their cars or trucks, making it increasingly difficult and costly to use a preferred local shop. Research by Hanover Research and Babcox indicates over 60% of independent repair facilities are experiencing difficulties with routine repairs due to OEM barriers, and over 50% of those facilities have to send up to five cars per month back to the dealer, adding further cost and inconvenience for drivers.
The federal push gains urgency from the parallel regulatory environment. Effective 2027, a U.S. Commerce Department rule reshapes the automotive landscape with phased bans on foreign adversary-linked connected vehicle technologies, with the prohibition on vehicle sales by such manufacturers beginning with Model Year 2027. Separately, the EU Data Act's vehicle data-sharing obligations reached their primary applicability milestone in September 2025, intensifying international pressure on OEM data governance models.
Details
The legislation would create a nationwide parity model obligating vehicle manufacturers to provide owners and independent repair shops with access to the same repair and maintenance data, in the same manner they make it available to themselves or their franchised dealerships. Specifically, the bill requires that over-the-air (OTA) updates not render aftermarket parts inoperable and prohibits automakers from mandating any particular brand or manufacturer of tools, parts, or vehicle equipment.
The REPAIR Act maintains the same cybersecurity, intellectual property, and vehicle safety standards that manufacturers apply with their dealerships. The framework grants access to diagnostic codes, calibration tools, and essential repair information through secure, encrypted, owner-authorized channels-not open public access-while protecting OEM intellectual property and consumer privacy.
Consumer and small business backing is substantial. A July 2025 national poll found that more than 83% of Americans support the REPAIR Act, with strongly bipartisan support at 84% among Republicans and 82% among Democrats. "The REPAIR Act is a much-needed piece of bipartisan legislation to increase competition in the automotive repair industry," said Andrea McGee of the National Federation of Independent Business, noting that almost 90% of NFIB members support right to repair, making it one of the group's top ten priorities.
Not all repair industry stakeholders are aligned. A coalition comprising the Automotive Service Association (ASA), Society of Collision Repair Specialists (SCRS), and Alliance for Automotive Innovation (AAI) issued a letter stating a shared commitment to safe and transparent repairs but notably did not endorse the REPAIR Act. A separate proposal, the SAFE Repair Act, emphasizes consumer protection and safety oversight and is backed by SCRS, ASA, and Auto Innovators, though it has not yet been introduced as legislation.
OEMs, meanwhile, continue to control data architecture operationally. Automakers manage vehicle data through subscription-based repair portals, proprietary scan-tool ecosystems, and certified repair network structures, with diagnostics and programming access typically delivered through portals such as Toyota's Technical Information System, Honda's Service Information System, and GM's ACDelco Technical Delivery System.
Outlook
Supporters are pushing for the REPAIR Act to be included in the Surface Transportation Reauthorization Act, which Congress must pass by September 30. Ian Musselman, senior vice president of external affairs at LKQ Corporation, stated that "the need for federal auto repair protections has never been stronger," citing state proposals that seek to limit aftermarket parts and repair choice tied up in costly automaker litigation. While support among small business groups for federal clarity is growing as state efforts stall, a uniform national framework has not yet materialized. Whether the REPAIR Act advances as standalone legislation or as a rider to the surface transportation bill will determine the timeline for the industry's compliance planning ahead of the broader 2027 connected vehicle regulatory framework.
