You’ve had it happen. A 2023 pickup rolls in, customer says the dealer quoted $1,200 for a diagnostic and software update. The customer is skeptical, comes to you, and you can’t even pull the right codes because the manufacturer’s interface is locked behind a dealer-only portal. You send them back to the dealer. You lose the job, the customer probably doesn’t come back, and the dealer collects.
That scenario is exactly what the right to repair movement has been fighting about for the last decade. In 2026, the landscape looks meaningfully different than it did two years ago. Not perfect, but different enough that you should know where things stand.
What Right to Repair Actually Covers
The term gets used loosely. In the automotive context, right to repair means independent shops should have access to the same repair information, diagnostic tools, software updates, and telematics data that franchise dealers use. Not a watered-down version. The same data.
The federal REPAIR Act, which has been working through Congress, would require automakers to provide standardized access to on-board diagnostic systems and repair data to any licensed repair facility. Several states have moved independently, following Massachusetts’ lead from 2020 and the expanded 2023 legislation there.
The practical effect, where laws have teeth, is that manufacturers can no longer completely wall off repair data behind proprietary systems. They must make it available through third-party platforms at a reasonable cost.
What Has Actually Changed for Independent Shops
For shops in states with active right to repair protections, a few things are now different in practice.
First, access to OEM service information has expanded. Platforms like ALLDATA and Mitchell 1 have negotiated broader data agreements with manufacturers. You still pay for access, but coverage on late-model vehicles is meaningfully better than it was in 2022.
Second, telematics is still a fight. The 2023 Massachusetts ruling on telematics access was partially blocked, which means real-time vehicle health data that flows to the dealer’s system still doesn’t reliably flow to yours. Manufacturers have been slow to comply even where the law is clear. This is the frontier where the next few years of right to repair battles will play out.
Third, ADAS calibration data access is improving. For shops that have invested in calibration equipment, the data needed to complete those procedures is becoming more available. If you’ve been on the fence about ADAS capability, right to repair progress is one argument in favor of building that competency now. See also what ADAS and EV trends mean for the independent shop.
The Telematics Problem Is Still Real
Here is the specific issue that matters most over the next five years. Late-model vehicles are sending continuous data to manufacturer servers. That data tells the dealer when the vehicle needs service, what fault codes are present, and sometimes sends automated service reminders directly to the customer’s phone.
If the customer’s car is pushing service alerts to a dealer app and not to your system, you are competing against an information disadvantage. The dealer knows the car needs brakes before the customer does. You find out when the customer calls, if they call you at all.
Right to repair advocates are pushing for customer data portability, meaning the owner should control where that telematics stream goes. Some manufacturers have resisted hard. The legislative and regulatory fight over this point will determine a lot about the competitive balance between dealers and independents over the next decade.
For now, your best tool against this is a strong follow-up and scheduled-maintenance system on your end. If you’re reaching the customer before the dealer app does, you stay relevant. Technology like AI-driven service reminders is starting to help independents close that gap. See how AI tools are changing the independent shop landscape for more on that angle.
What You Can Do Right Now
You don’t need to wait for federal legislation to act on right to repair progress that already exists.
Make sure your information system subscriptions are current and covering late-model vehicles. If you haven’t checked your ALLDATA or equivalent coverage in the last year, do it. The data agreements have changed.
If a specific manufacturer’s data is still locked out, document it. The Right to Repair Coalition and independent shop associations are actively logging these violations. Your report matters and adds to the legal pressure.
Talk to your equipment vendor about scan tool coverage. This is a moving target and your tool needs regular updates to stay current with new model years. A shop running a three-year-old scan tool database is leaving diagnostic accuracy on the floor.
Frequently Asked Questions
Does right to repair law apply in my state if I’m not in Massachusetts?
Federal legislation would apply everywhere, but it hasn’t passed yet as of mid-2026. Roughly a dozen states have introduced related bills. Your state association is the best source for current status in your specific market. Sign up for their updates if you haven’t.
Can I get access to manufacturer software updates for customer vehicles?
For most manufacturers, yes, through OEM-authorized portals, but at a cost and with some restrictions. The access is better than it was three years ago. Check AutoAuth for scan tool authorization and OEM1Stop for a consolidated access point to several manufacturers’ portals.
Will right to repair fix the telematics problem?
Not immediately. Telematics is the next major front. Current laws mostly cover diagnostic and repair information, not the real-time data stream. Expect that fight to continue through 2027 and beyond. In the meantime, your customer relationship and follow-up process is your competitive response.