The CEO of Ford is against owners making repairs to their new Bronco, citing safety concerns.

      Ford, edited by the author

      The most significant automotive news and reviews, no fluff

      Our daily newsletter, free of charge, delivers the crucial stories to your inbox every weekday.

      Are independent mechanics on the verge of being excluded from servicing new vehicles? Do you have the right to choose who repairs your car? Can you work on your own vehicle?

      The underlying conflict surrounding the right to repair could determine these issues within Congress, possibly without your input. This battle has been escalating for over a decade and is currently back in focus. Ford’s CEO, Jim Farley, made remarks about this issue that should give every car owner pause.

      Farley’s assertion that modern cars are excessively intricate and his stance that it’s a safety concern for you to work on your own vehicle is just one aspect. The broader question—and the real threat—is what may occur if automakers prevail in this hidden battle. Federal authorities are involved, with former President Trump now pressing the EPA to clarify what repairs are permissible, but the administration’s latest action merely targets emissions equipment. Furthermore, it constitutes a memo rather than a change to the existing situation. This topic isn’t new and has been under consideration for years, with bipartisan groups proposing legislation, U.S. Senators challenging auto executives who oppose the right to repair, and even federal authorities advising automakers to disregard right to repair laws in some states. The issue can influence even basic tasks, like changing brake pads. The growing complexity and connectivity of cars are complicating matters even further.

      In the latest episode of The Drivecast, we explore the right to repair, the path that led us here, the reasons it’s back in the news, current developments, its implications for you, and your options to get involved.

      New to our podcast? The Drivecast is The Drive’s weekly podcast that delves into major controversies, stories, and key figures shaping the automotive landscape, as well as the current state of our roads. With access to insider information, original reporting, exclusives, and insights, The Drivecast aims to make everyone an insider.

      Listen to The Drivecast on Spotify, Apple Podcasts, or Amazon Music. Enjoy it? Appreciate it? Want to help? Leave a five-star review on your preferred platform to help spread the word about The Drivecast. Have a suggestion, tip, request, or feedback? Reach out at feedback@thedrive.com. We read every email.

      Full Transcript

      Joel: Today’s topic is the right to repair. Let’s get started. First off, Andrew, for those unfamiliar, what does right to repair mean?

      Andrew: To start with a broad definition, right to repair refers to the consumer’s entitlement to understand and diagnose their own car. While we mostly discuss this in the context of vehicles, it also influences home electronics, technology, and various devices. It's critical for listeners to realize that this issue extends beyond hobbyists tinkering with their older vehicles; it's fundamentally about the existence of independent mechanics being able to service newer models. If original equipment manufacturers (OEMs) control all aspects of vehicle diagnostics, they will essentially monopolize vehicle servicing, which is not in consumers' best interest.

      Joel: It raises questions about modern vehicles and potential barriers for mechanics, which we’ll dig into today. I recall a local shop that faced a major decision about investing a significant amount of money to gain access to a German automaker’s technology system to service their modern cars. Ultimately, they decided the return on investment wasn’t worthwhile for them since they could perform oil changes and basic maintenance without it. This meant that for owners of that specific German vehicle, they would need to go to the dealership instead of a third-party option, effectively creating a barrier. Considering this background, Andrew, how did we reach this point, especially concerning comments from Jim Farley and former President Trump?

      Andrew: Absolutely. Let’s recap the timeline leading to today’s conversations. We can go back quite far, but I'll focus on key moments. In 2013, Massachusetts passed a law mandating that vehicles manufactured beyond a certain year must be diagnosable with standard, non-proprietary technology to avoid issues like you described. While standardization existed prior to that—such as the OBD-II protocol for vehicles made after '96, which required certain diagnostic capabilities—this Massachusetts law was the first significant introduction of the term right to repair to the general public. Fast forward to 2014, when aftermarket and automotive industry groups signed a voluntary agreement reflecting the same principles but agreed to pursue the right to repair federally instead of in each state. Much has changed since then, including the emergence of vehicles like the Tesla Model S. Importantly, this voluntary agreement did not address any data and telemetry concerns, which will soon become relevant in our discussion.

      Now we’re at a point where the REPAIR Act (standing for Right to Equitable and Professional Auto Industry Repair) is being debated. This is part of the Build America 250