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Americans have the right to drive safe and affordable cars. But Congress and state capitals are considering legislation that threaten your safety and privacy.
These bills, known misleadingly as “Right to Repair,” sound like they are designed to support car owners – but in reality, “right to repair” legislation only hurts consumers and works against their long-term interests.
A bill in Congress called the REPAIR Act (H.R. 1566) claims to want to make it easier for you to repair your car. While that may sound good, the reality is that it gives away automakers’ sensitive information to companies that make cheap knock-off parts. This means these companies can copy and sell lower-quality versions of the parts that your car depends on, even parts that keep you safe when you get into a car accident.
The bill also allows third parties to get into your car’s systems remotely, without strong protections for your privacy. This opens the door to hackers, data thieves, and safety risks on the road.
Instead of protecting drivers, the bill weakens the very systems that keep your car and your personal information secure.
This all started when large companies started locking up the tools and software needed to repair cars, phones, and even farm equipment. That made it harder for individuals and independent shops and businesses to make repairs, which meant more waste and fewer choices.
Things began to intensify during the Covid-19 pandemic, when hospitals couldn’t fix broken equipment fast enough. In response, President Biden issued an executive order, and the Federal Trade Commission followed with enforcement guidance.
In turn, Congress is now pushing highly flawed repair laws, most of which don’t actually help consumers. Some, like the REPAIR Act, go too far and put your and your family’s safety and privacy at risk.
Here’s the thing: most car companies already let owners and local mechanics buy the tools and software needed to fix their cars the right way. That’s why more than 70% of repairs happen outside of dealerships.
In 2014, automakers and repair shops agreed to keep sharing the information needed for repairs. In 2023, they doubled down and signed a new commitment to protect that access.
What we need now is to turn those agreements into law, so that you can keep fixing your car, your way, without sacrificing safety or privacy.
Third-party warranties, also called aftermarket or vehicle service contracts, are sold by companies that didn’t build your car and don’t work with your dealer. They promise to cover repairs when your factory warranty runs out; however, they often deliver confusion, delays, and poor-quality fixes – all while refusing to pay for repairs you may have thought would be covered by your warranty contract.
Unlike manufacturer warranties, these third-party contracts don’t follow the same repair standards. They use their own rules, cheaper parts, and slower processes, which means more disputes and worse results.
This can lead to unsafe repairs, higher costs, and a lot of frustration. And if Congress gives these companies more legitimacy, things could worsen quickly.
Car companies started tightening warranty terms and requiring repairs to go through certified centers to protect drivers from scams and poor-quality work. However, with the rise of the so-called “right to repair” movement, some are trying to let these third-party warranty companies into the system, even if they don’t follow the same safety standards.
Currently, automakers use standard repair times and quality guidelines to make sure that your car gets fixed properly. If we let third-party companies rewrite the rules, we’ll end up with inflated repair costs, less consistent quality, and more headaches for consumers. The system that is in place presently works – there’s no need to break it.
The Inflation Reduction Act (IRA) of 2022 introduced significant tax credits to promote clean energy and electric vehicles (EVs), aiming to reduce emissions and stimulate the green economy. However, the recently passed House bill, known as the “Big Beautiful Bill” (BBB), seeks to repeal or restrict many of these provisions. If enacted, this could lead to higher costs for consumers.
The BBB proposes the elimination of EV tax credits, including the $7,500 credit for new EVs and the $4,000 credit for used EVs, by the end of 2025. Additionally, it aims to phase out other clean energy incentives, such as credits for solar installations and energy-efficient house improvements. These changes could significantly impact consumers, especially in states where incentives have been instrumental in making clean energy options more accessible.
The IRA’s clean energy provisions were designed to encourage the adoption of EVs and renewable energy sources through tax incentives. These measures have led to increased EV sales and an uptick in renewable energy projects across the country. However, there are arguments that these incentives are too costly and contribute to the country’s increasing debt. As a result, the House passed the BBB, which included provisions to repeal or restrict many of the IRA’s clean energy tax credits. The bill is now being considered in the Senate, where there is a continued push for repealing these tax credits.
One way is to focus tax credits on low- and middle-income households so clean energy technologies are affordable for everyone. Another step is to phase out incentives gradually, giving people and businesses time to adjust without sudden shocks.
States should also be encouraged to create their own clean energy programs that fit local needs, since one size doesn’t fit all. At the same time, the federal government needs to keep investing in research and development to make clean energy technologies cheaper and more accessible.
These steps can cut federal spending without sacrificing progress toward a cleaner, more sustainable future.
The Advanced Clean Cars II (ACC2) rule, which many states, including New York, have adopted, aims to ban the sale of new gas-powered cars by 2035 to reduce emissions and fight climate change. But for consumers in New York, this means fewer vehicle choices and higher prices.
Like California, New York’s ACC2 program pushes aggressively for electric vehicles (EVs), but the state’s infrastructure and market aren’t fully ready to support this shift yet. Many families, especially outside New York City, rely on trucks, SUVs, and affordable, used gas-powered cars that are unavailable under this mandate.
With limited EV options and higher costs, New Yorkers may end up paying more or looking out of state for vehicles that meet their needs, which is exactly what opponents of ACC2 warn will happen nationwide.
New York adopted ACC2 by following California’s lead, using the special waiver from the Environmental Protection Agency (EPA) that lets states set their own emissions standards. The state sees it as part of its plan to reach net-zero emissions by 2050 and improve air quality.
However, New York’s rapid EV goals are running into challenges. The charging network outside urban areas is still limited, and many drivers aren’t ready or able to switch to EVs. The gap creates a real challenge for rural and working-class families who rely on affordable, gas-powered cars.
Meanwhile, the Senate recently voted to overturn California’s ACC2 waiver, which could undermine New York’s rule and those of other states that followed suit. This political and legal uncertainty adds more pressure on New York residents and automakers trying to plan for the future.
We need a balanced approach that supports cleaner cars without limiting consumer choice. That starts with investing in EV infrastructure, not just in big cities, but in rural and suburban areas too – so drivers everywhere can count on being able to charge their vehicles.
We also need to make sure that electric vehicles are affordable for middle- and lower-income families. No one should be priced out of the transition to cleaner transportation. And we can’t take a one-size-fits-all approach. That means allowing for different types of vehicles, like hybrids and hydrogen-powered cars, to meet the different needs of people across the country.
Finally, Congress and the states need to work together. States should be able to set standards that make sense locally, while the federal government provides support that reflects the reality on the ground. If we get this right, we can make sure everyone has access to the vehicle options they need while all contributing to a cleaner future.