REPAIR Act Sponsor Blasts ‘Watered-Down’ Version

REPAIR Act Sponsor Blasts ‘Watered-Down’ Version

Rep. Neal Dunn (R-Fla.), the original sponsor of the REPAIR Act, has publicly criticized the latest version of the legislation, calling it “watered-down” and insufficient to give consumers and small fleet owners the full right to repair their vehicles. Introduced in 2025, the REPAIR Act aims to ensure that vehicle owners—including truck drivers and carriers—can access the diagnostic tools, software, and parts needed to repair their own equipment without being forced to go to dealerships.

What the REPAIR Act Means for Trucking

For CDL drivers and owner-operators, the right to repair is a critical issue. Currently, many truck manufacturers restrict access to proprietary diagnostic software and repair information, forcing drivers to use authorized dealerships for even minor repairs. This can lead to higher costs, longer downtime, and reduced control over maintenance schedules. According to the Owner-Operator Independent Drivers Association (OOIDA), independent drivers spend an average of $15,000 per year on maintenance and repairs—costs that could be significantly reduced with more competition in the repair market.

The REPAIR Act would require manufacturers to provide the same diagnostic tools and repair information to independent repair shops and vehicle owners that they provide to their dealership networks. It would also prevent manufacturers from using software locks or other technological barriers to block third-party repairs.

Dunn’s Criticism: “Watered-Down” Language

Rep. Dunn, who has championed the bill since its inception, expressed disappointment that the current version includes compromises that weaken its impact. “The bill that’s being discussed now is a shadow of what we originally proposed,” Dunn said in a statement. “It doesn’t fully give consumers the right to repair their own vehicles. We need strong, clear language that ensures no loopholes for manufacturers to exploit.”

Dunn specifically pointed to provisions that allow manufacturers to withhold certain cybersecurity-related information, arguing that these exceptions could be used broadly to deny access. He also criticized the lack of enforcement mechanisms, noting that without penalties, manufacturers have little incentive to comply.

Industry Reaction

Trucking advocacy groups have largely supported the REPAIR Act, but some have expressed concerns about the watered-down version. The American Trucking Associations (ATA) has called for a balanced approach that protects both repair access and vehicle cybersecurity. However, OOIDA has urged Congress to reject any version that doesn’t provide full transparency. “Our members need the ability to fix their trucks without being held hostage by dealerships,” said OOIDA President Todd Spencer.

The Broader Regulatory Landscape

The REPAIR Act is just one of several regulatory issues facing the trucking industry. In recent months, the FMCSA has also considered hearing exemptions for drivers, as covered in our article on FMCSA Hearing Exemption: 12 Drivers Seek Waiver. Additionally, safety concerns remain top of mind, especially with incidents like the truck stop shooting: safety tips for CDL drivers highlighting the need for vigilance on the road.

What’s Next?

The REPAIR Act is currently in committee, and Dunn has vowed to push for amendments that restore the original intent. For CDL drivers and fleet owners, the outcome could have a direct impact on their bottom line. At Last Mile Driver Recruiting, we connect drivers with carriers that prioritize transparency and driver satisfaction. If you’re a driver looking for a job that respects your independence, apply for a CDL job today. Carriers interested in accessing our network of 4,356+ verified drivers can see our carrier pricing.

FAQ

Q: How would the REPAIR Act affect CDL drivers?

A: If passed, the REPAIR Act would allow drivers and independent repair shops to access the same diagnostic tools and repair information as dealerships, potentially lowering maintenance costs and reducing downtime.

Q: Why is Rep. Dunn criticizing the current version?

A: Dunn believes the bill has been weakened by exceptions for cybersecurity and lack of enforcement, which could allow manufacturers to continue restricting access.

Q: When will the REPAIR Act be voted on?

A: The bill is still in committee. No vote has been scheduled, but Dunn is pushing for amendments before it moves forward.