As DIYers, we want to fix our own stuff, but many devices today are difficult to diagnose and repair. Using my auto technician skills, I take pride in fixing whatever I can. I like to say I can fix anything that operates hydraulically, pneumatically, mechanically or electrically. Plus, I enjoy saving money.

Without Right to Repair (R2R), all of us may lose the ability to fix our devices ourselves. Here’s what you need to know.

What Is Right to Repair?

Right to Repair refers to the option to repair your devices yourself — everything from appliances to electronics — or choose a repair shop that meets your needs.

The R2R movement started at the dawn of the digital age, but grew significantly in the 1980s. That’s when the automotive aftermarket began urging original equipment manufacturers (OEMs) to share diagnostic and repair information, specialized tools, real-time data and specifications needed to produce replacement parts.

This sounds great for DIYers, but it’s not that simple. There are possible unintended consequences, including exposure of sensitive personal data or low-quality aftermarket replacement parts or repairs.

Now, R2R involves everything from video games to life-saving medical equipment. R2R has gained worldwide support, including the interest of U.S. lawmakers.

Current Right to Repair Legislation

H.R. 906 – REPAIR, aka the Right to Equitable and Professional Auto Industry Repair Act, is bipartisan legislation currently under consideration in the U.S. House of Representatives. Massachusetts leads the R2R fight with its voter-approved Data Access Law.

On July 9, 2021, President Biden signed an executive order supporting R2R. He directed the Federal Trade Commission to issue policies barring OEMs from placing limitations on independent repair shops and DIY repairs.

Subsequently, on June 13, 2023, the National Highway Traffic Safety Administration (NHTSA) notified 22 OEMs not to comply with the Massachusetts law. Two months later, the NHTSA changed its position. But it will continue investigating protocols that promote consumers’ ability to choose an independent repair shop or make do-it-yourself repairs without compromising safety.

How Does Right to Repair Affect You?

Generally, OEMs share most diagnostic tools and equipment, service manuals and training materials with the aftermarket. But they’re reluctant to release software or firmware updates. They maintain these are intellectual proprietary technology and property, costing millions of dollars in research.

OEMs also site cybersecurity concerns of R2R that require vehicle manufacturers to provide third-party access to all vehicle-generated data “without restrictions or limitations.”

Conversely, Bill Hanvey, president and CEO of the Auto Care Association, stated sensitive data for repairs can be securely transmitted to and from your vehicle, while safeguarding personal information with proven real-time encryption.

Hanvey says in 2022, 37% of vehicles in the U.S. required at least one repair by an OEM because independent repair shops lacked the necessary resources to diagnose or make the repair. This makes it less likely that you or your favorite shop (especially in rural areas), can make certain repairs.

Even with all my auto repair skills, without specific technical information, specialty tools or dependable replacement parts, it’s impossible for me, an independent repair shop or any DIYer to repair our devices.

Should You Care?

Yes, if you’re a DIYer or want to choose who repairs your devices.

The Magnuson Moss Warranty Act, enacted in 2015, allows us to repair whatever we buy, despite those pesky and illegal “warranty-void if removed” stickers manufacturers place on products. However, it’s your decision whether R2R is important to you or not.

Do We Need Right to Repair?

That depends on who you ask.

Consumer Reports endorsed federal R2R legislation “which can give consumers convenient options, save them money, prevent waste and help protect the environment.” Other consumer advocacy groups see the fight against R2R as a purely money-driven play, meant to hurt the aftermarket repair industry.

Yet the Automotive Service Association, Society of Collision Repair Specialists and Alliance for Automotive Innovation do not see a need for R2R. In a letter to Congress, they reaffirmed a 2014 memorandum of understanding (MOU) with OEMs, stating OEMs will make accessible “the same diagnostic and repair information that auto manufacturers make available to authorized (OEM) dealer networks.”

However, the Auto Care Alliance and Auto Care Association (ACA) did not sign the 2014 MOU, nor do they support current R2R legislation. They maintain the MOU is too narrow in scope; the information and data made available is limited and confusing; and it’s essentially a “handshake” agreement and thus not legally enforceable.

Major OEMs, including Tesla, Johnson & Johnson, AT&T, T-Mobile, Caterpillar, John Deere, General Electric, Philips and the National Automobile Dealers Association are currently lobbying against R2R.

To build brand loyalty, OEMs like Apple, Dell, HP, Microsoft, Samsung and others have introduced “self-repair” programs. These make repair information, OEM parts and repair tools available to consumers.

Viewed as a win for R2R advocates, self-repair programs helped create a lucrative secondary repair, refurbish and resale market. Now consumers can have devices once destined for a landfill repaired, or buy a refurbished one rather than purchasing new. This reduces environment waste.

With considerable loopholes and conflicting points of view, R2R remains perplexing. However, stricter FTC enforcement of the Magnuson Moss Warranty Act has shown a willingness by OEMs to deal with R2R issues through cooperation rather than legislation. R2R remains a hot topic that’s far from being settled.