REPAIR Act

Bill Number

H.R. 1566

Origin Chamber

House

Congress

119th Congress, Session 1

Policy Area

Commerce

Status

Introduced

Latest Action

2026-02-10: Forwarded by Subcommittee to Full Committee by Voice Vote.

Last Updated

2026-05-27T08:05:51Z

AI-Generated Summary

Purpose

The REPAIR Act (Right to Equitable and Professional Auto Industry Repair Act) aims to give motor vehicle owners greater access to data generated by their vehicles, as well as essential repair information and tools. It seeks to promote fair choices for vehicle maintenance, service, and repair, while protecting competition in the aftermarket (parts and services sold after a vehicle is made) and ensuring data privacy.

Key Provisions

• Access to Data and Repair Resources: Motor vehicle manufacturers are prohibited from using technological (e.g., software locks) or specified legal barriers (e.g., contract clauses requiring waivers) that block owners, their designees (like chosen repair shops), or independent repair providers from accessing vehicle-generated data (real-time info on diagnostics, wear, and systems needed for repairs to meet safety and emissions standards), critical repair information (e.g., wiring diagrams, repair procedures, software), and tools. Manufacturers must provide this data and information to owners and independents on the same terms (e.g., cost, format, security) as they do to their own dealers or authorized providers, via ports like the OBD (On-Board Diagnostics) port or wireless systems.

• Prohibitions on Mandates and Limitations: Manufacturers cannot require or suggest using specific brands of parts, tools, or equipment (except for recalls or warranties), and must include clear notices that owners can choose alternatives. There are no limits on how many designees an owner can appoint. Contracts that try to bypass these rules are void.

• Data Privacy and Use Rules: Owners can revoke designees easily and request data deletion (within 72 hours, except for records needed for maintenance or safety). Data recipients cannot use, sell, or share it for unrelated purposes (e.g., not for advertising). An exception allows de-identified data (anonymized info not linked to individuals or vehicles) for research and development by manufacturers, with strict safeguards against re-identification.

• Advisory Committee: The Federal Trade Commission (FTC) must create a "Fair Competition After Vehicles Are Sold Advisory Committee" within 90 days, including representatives from repair shops, parts makers, manufacturers, dealers, consumer groups, insurers, and trucking companies. It will advise on implementing the law, competition barriers in repairs, and owner data control, meeting at least three times a year and issuing annual reports to Congress.

• Rulemaking and Enforcement: The National Highway Traffic Safety Administration (NHTSA), with FTC input, must issue rules within 180 days requiring manufacturers and dealers to inform buyers of their rights at purchase. The FTC enforces the law by treating violations as unfair or deceptive practices, with a complaint process allowing investigations, orders within five months, and appeals to federal court. Biennial FTC reports to Congress summarize enforcement, tech adaptations, and legislative recommendations.

• Definitions and Scope: Key terms include "vehicle-generated data" (excluding personal info or data for automated driving systems), "aftermarket part" (non-original parts for post-production use), and "motor vehicle" (standard vehicles, excluding those with full automated driving systems). The law preempts conflicting state laws and includes a severability clause (if one part is invalid, the rest stands).

Significant Changes to Existing Law

This bill builds on prior "right-to-repair" efforts (like Magnuson-Moss Warranty Act protections against voiding warranties for using non-dealer parts) by explicitly mandating equal access to real-time data, repair tools, and information for independents, without exceptions for trade secrets beyond what's already shared. It introduces FTC enforcement for data barriers, voids restrictive contracts post-enactment, and creates a new advisory body—changes not in current federal law. It also excludes advanced automated vehicles, narrowing scope from broader vehicle definitions in some safety laws.

Potential Impacts

• On Citizens: Vehicle owners gain more control over their cars' data and repair options, potentially lowering costs by allowing independent shops (often cheaper than dealers) and reducing "lock-in" to manufacturer services. Privacy rules limit data misuse, but owners must actively manage designees.

• On Government Agencies: FTC gains expanded enforcement powers over auto repair competition, similar to consumer protection roles, with added reporting duties. NHTSA must develop new disclosure rules, increasing administrative workload. The advisory committee fosters collaboration but requires ongoing coordination.

• On International Relations: Minimal direct impact, though it could affect U.S. automakers' global practices if they comply domestically, potentially influencing trade in auto parts or data standards with allies.

Main Stakeholders Affected

• Motor Vehicle Owners: Primary beneficiaries, with rights to data access and repair choices.
• Independent Repair Facilities and Aftermarket Providers: Gain equal access to tools and data, boosting competition and business opportunities.
• Motor Vehicle Manufacturers and Dealers: Face new compliance requirements, potential costs for data sharing, and restrictions on mandating services, though protections for trade secrets remain.
• Parts Manufacturers and Distributors: Aftermarket and original equipment makers benefit from barriers to compatible parts production being removed.
• Consumer Rights Organizations and Insurers: Involved in advisory roles; insurers may see cost savings from cheaper repairs.
• Trucking Companies: Represented in the committee, addressing heavy-duty vehicle repair issues.

Notable Legal, Constitutional, or Political Implications

• Legal: Strengthens antitrust-like protections in auto repairs by deeming barriers "unfair practices" under FTC authority, enabling civil penalties without new criminal elements. Preemption of state laws centralizes regulation but may face challenges if seen as overriding local consumer protections. Privacy rules align with federal data laws (e.g., no expansion of intellectual property rights), balancing access with security.

• Constitutional: No direct challenges anticipated; it promotes free market competition (First Amendment neutral) and property rights over personal vehicles without infringing speech or due process. Severability ensures robustness against partial invalidation.

• Political: Bipartisan support (introduced by diverse sponsors) highlights consumer advocacy over industry interests, potentially influencing future tech policy (e.g., for electric or connected vehicles). It could spark debates on data ownership in an era of vehicle "smart" features, encouraging industry self-regulation via the advisory committee.

This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.

Sponsor

Rep. Dunn, Neal P. [R-FL-2]

Cosponsors (45)

Rep. Perez, Marie Gluesenkamp [D-WA-3], Rep. Davidson, Warren [R-OH-8], Rep. Boyle, Brendan F. [D-PA-2], Rep. Harshbarger, Diana [R-TN-1], Rep. Tonko, Paul [D-NY-20], Rep. Nunn, Zachary [R-IA-3], Rep. Mullin, Kevin [D-CA-15], Rep. Thompson, Glenn [R-PA-15], Rep. Landsman, Greg [D-OH-1], Rep. Amodei, Mark E. [R-NV-2], Rep. Pettersen, Brittany [D-CO-7], Rep. Bost, Mike [R-IL-12], Del. Norton, Eleanor Holmes [D-DC-At Large], Rep. Rose, John W. [R-TN-6], Rep. Khanna, Ro [D-CA-17], Rep. Van Orden, Derrick [R-WI-3], Rep. Frost, Maxwell [D-FL-10], Rep. Bentz, Cliff [R-OR-2], Rep. Deluzio, Christopher R. [D-PA-17], Rep. Steube, W. Gregory [R-FL-17], Rep. Schrier, Kim [D-WA-8], Rep. Langworthy, Nicholas A. [R-NY-23], Rep. Subramanyam, Suhas [D-VA-10], Rep. Weber, Randy K. Sr. [R-TX-14], Rep. Quigley, Mike [D-IL-5], Rep. Baumgartner, Michael [R-WA-5], Rep. Titus, Dina [D-NV-1], Rep. Downing, Troy [R-MT-2], Rep. Vindman, Eugene [D-VA-7], Rep. Bergman, Jack [R-MI-1], Rep. Ramirez, Delia C. [D-IL-3], Rep. Rouzer, David [R-NC-7], Rep. Neguse, Joe [D-CO-2], Rep. Lee, Susie [D-NV-3], Rep. Crawford, Eric A. "Rick" [R-AR-1], Rep. Golden, Jared F. [D-ME-2], Rep. Goldman, Craig A. [R-TX-12], Rep. Correa, J. Luis [D-CA-46], Rep. Walberg, Tim [R-MI-5], Rep. Ansari, Yassamin [D-AZ-3], Rep. Grothman, Glenn [R-WI-6], Rep. Goodlander, Maggie [D-NH-2], Rep. Schweikert, David [R-AZ-1], Rep. Harder, Josh [D-CA-9], Rep. Messmer, Mark B. [R-IN-8]

Recent Actions

• 2026-02-10: Forwarded by Subcommittee to Full Committee by Voice Vote.
• 2026-02-10: Subcommittee Consideration and Mark-up Session Held
• 2025-02-25: Referred to the Subcommittee on Commerce, Manufacturing, and Trade.
• 2025-02-25: Referred to the House Committee on Energy and Commerce.
• 2025-02-25: Introduced in House
• 2025-02-25: Introduced in House

Bill Versions

• Right to Equitable and Professional Auto Industry Repair Act — issued 2025-02-25 — PDF (27 pages)