A convergence of state mandates, federal legislation, and automaker data policies is compelling independent automotive repair facilities across the United States to reassess their diagnostic capabilities and compliance readiness as vehicle data access rules enter a critical phase in 2026.
Right to repair has moved beyond policy debate into operational reality for collision repairers. State-level mandates, competing federal legislation, ongoing court challenges, and evolving OEM data strategies make 2026 a pivotal year. At stake is independent shops' ability to perform the full range of diagnostic and repair work on increasingly software-driven vehicles - without being funneled exclusively through manufacturer-controlled portals.
Background
The ability of OEMs to remotely diagnose vehicles and deliver software updates via wireless networks may reduce maintenance costs for owners while creating opportunities for post-sale subscription revenue. That dual dynamic has placed OTA update protocols and telematics data access at the center of a broader industry dispute.
The Massachusetts law, enacted in 2020, requires that beginning with model year 2022 vehicles, OEMs selling or leasing in the state must equip them with a standardized open data platform, enabling vehicle owners and independent repair shops to access vehicle-specific data via a mobile application without prior OEM authorization. In February 2025, a Massachusetts federal district court rejected a long-running challenge by the Alliance for Automotive Innovation. The Data Access Law requires that vehicles with telematics systems be equipped with an "inter-operable, standardized and open access platform" that makes vehicle-generated mechanical data available through a mobile application to owner-authorized independent repair facilities.
Maine's Right to Repair law took effect January 5, 2025, but full implementation has stalled amid legal and regulatory disputes. The initiative targets vehicle telematics systems, which transmit diagnostic information wirelessly from vehicles to manufacturers and dealers. The law requires the creation of an independent entity to administer the data-access platform, but that entity has not yet been established.
Details
At the federal level, two competing legislative proposals have emerged. The Right to Equitable and Professional Auto Industry Repair Act - known as the REPAIR Act - was reintroduced in the House in February 2025 and introduced in the Senate in April 2025. The bill would require automakers to provide independent repair facilities with access to diagnostic codes, calibration tools, and essential repair information. It also prevents OTA updates from disabling or hindering the use of aftermarket parts.
A rival proposal has gained traction. The Automotive Service Association, the Society of Collision Repair Specialists, and the Alliance for Automotive Innovation jointly presented the Safety as First Emphasis (SAFE) Repair Act to Congressional leaders. The bill guarantees independent repair facilities continued access to diagnostic and repair services while incorporating existing cybersecurity protocols. Currently, 70 percent of post-warranty automotive work is handled by the independent repair community.
Access to vehicle diagnostics, repair procedures, and programming typically occurs through subscription-based OEM portals such as Toyota's Technical Information System, Honda's Service Information System, and GM's ACDelco Technical Delivery System. These portals are the primary access route for independent shops, but their scope and cost remain points of contention.
Equipment gaps compound the compliance challenge. According to Roland Berger's "Automotive Aftermarket Pulse 2025" survey of 600 repair shops globally, 47% of repair shops had to turn down ADAS-related repairs in the past 12 months due to insufficient capabilities, with 58% of surveyed shops citing a lack of calibration equipment as the main reason.
A report titled "My Car, My Data," released in early 2026, examines how manufacturers control access to telematics data - information wirelessly transmitted from vehicles about mechanical conditions and maintenance needs. The consumer advocacy group U.S. PIRG Education Fund identified ways manufacturers use telematics data to steer consumers toward dealers, with vehicle manufacturers restricting independent collision repair and mechanical shops from accessing wireless repair data.
"For collision and autobody shops, the stakes are practical: as vehicles become more software-driven and connected, manufacturers increasingly control the data needed for diagnostics, calibrations, and repairs," said Bill Hanvey, president and CEO of the Auto Care Association.
Software recalls are adding further urgency. Over 13 million vehicles were recalled in 2024 due to software-related issues, representing a 35% surge from the prior year, according to IoT For All reporting on NHTSA data. Software-focused recalls average $300 to $500 per vehicle and scale quickly into millions for large campaigns.
Outlook
With the Alliance for Automotive Innovation expected to file its reply brief, the First Circuit could hear argument in the first half of 2026 and issue a decision before year-end - a ruling that would set a significant precedent for data access requirements nationwide. Support has grown among small business groups for federal clarity where state efforts stall, including renewed legislative pushes in 2025 and early 2026, though a uniform national framework has not yet materialized. Independent shops operating across state lines face the most immediate pressure to align diagnostic tool investments and staff training with whichever compliance framework takes precedence first.
