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For years, Australian motorists were quietly steered towards authorised dealerships for anything beyond basic servicing. Not because independent repairers lacked skill, but because they lacked access to the same technical information held by vehicle manufacturers. The Motor Vehicle Information Scheme (MVIS) was introduced to change that imbalance.
MVIS is not a consumer slogan or an abstract “right to repair” concept. It is a legally enforceable data sharing framework that determines who can access vehicle repair and service information, on what terms, and at what price. It has a straightforward practical consequence on modern car owners: more options for repairs, increased competition, and fewer mandatory dealership visits.
Electronic control systems, proprietary software, and manufacturer-specific diagnostic tools are essential components of modern automobiles. Prior to MVIS, authorised dealer networks had the majority of the access to this data. Certain repairs were long, expensive, or impossible because independent workshops frequently had to rely on incomplete datasets, reverse-engineered tools, or postponed third-party updates.
It was not by coincidence that this imbalance developed. Manufacturers control both vehicle design and the flow of technical data. As vehicles became more digitally complex, that control increasingly dictated where consumers could reasonably obtain car repairs.
The issue was formally examined through Australia’s competition policy framework. Restricted repair information was found to be a structural obstacle to competition after the Productivity Commission's study of competition law and Treasury-led discussions. Even though independent repairers complied with safety regulations and operated legally, they were determined to be at a systematic disadvantage.
It was evident that information asymmetry was decreasing consumer choice and raising repair costs without providing a commensurate benefit to the public.
Where repair information is scarce, market power concentrates. Consumers faced fewer realistic options, particularly for diagnostics, software updates and advanced mechanical work. Dealership labour rates and parts pricing effectively became non‑negotiable for many post‑warranty repairs, especially for newer vehicles.
MVIS was designed to intervene at this point of market failure by mandating access rather than relying on voluntary sharing.
Vehicle manufacturers are required by MVIS to give authorised repairers access to the same service and repair data. Technical manuals, wiring diagrams, software updates, diagnostic codes, calibration data, and service bulletins are examples of this. Information required to reset fault codes or complete safety‑critical repairs is also covered.
The obligation applies to passenger vehicles and light goods vehicles first supplied to the Australian market from 1 July 2022.
Manufacturers are permitted to charge for access, but only on “fair and reasonable” terms. This standard is embedded in law and subject to oversight. Charging arrangements cannot be made to make access economically unfeasible or discriminate between authorised and independent repairers.
This pricing protection is vital. Without it, technical compliance alone would not translate into real repair choice.
Dealerships are not taken off the market by MVIS. Instead, it makes the technological playing field level. Due to their access to the same diagnostic pathways and service instructions as dealer facilities, independent repairers can now provide quotes for work that was previously only available to dealerships.
Customers can therefore assess costs, response times, and service approaches without sacrificing technical precision.
The Australian Consumer Law already forbids manufacturers from voiding warranties because servicing takes place outside of the dealership network. MVIS backs this position by removing the technical barriers that previously made compliant servicing difficult for independent workshops.
Software-dependent repairs, fault diagnostics, and logbook servicing can now be performed using manufacturer-approved procedures, which minimises problems with warranty validity.
The scheme does not eliminate all constraints. Certain telematics systems, real‑time vehicle data streams and manufacturer‑controlled remote functions remain outside the current scope. Access may also be delayed where cybersecurity assessments are required.
As a result, some high‑end or emerging technologies still favour dealership repair, at least in the short term.
Enforcing MVIS compliance is the responsibility of the ACCC. It can take action when manufacturers discriminate against independent repairers, neglect to grant access, or impose excessive conditions. It also has the authority to conduct investigations.
With continuous review procedures incorporated into the statute, Treasury is in charge of the larger policy framework.
Concerns over safety hazards, intellectual property protection, and cybersecurity have been voiced by manufacturer associations. Although the scheme acknowledges these problems, they cannot be used as a general excuse to refuse access.
Rather than the obligation's existence itself, disputes typically center on pricing structures, data supply methods, and eligibility requirements.
MVIS is a big change, but it's not a total fix. Consumer awareness is still inconsistent, and some repairers are still getting used to new compliance procedures and access systems. Whether the plan produces long-term gains for competition will depend heavily on enforcement.
New vehicles supplied to the Australian market must disclose maintenance information under the system as of July 1, 2022.
Yes, provided that repairs and maintenance are carried out precisely and in compliance with manufacturer requirements, which MVIS helps independent repairers achieve.
Manufacturers must give service manuals, diagnostic data, repair methods, software updates, and technical bulletins to authorised repairers.
They are able to charge, but only on terms that are reasonable, fair, and do not prejudice independent repairers.
It is applicable to passenger and light-duty vehicles that are initially delivered to Australia starting on July 1, 2022.
When responsibilities are broken, the ACCC has the authority to look into complaints, ensure compliance, and pursue legal action.
Certain telematics functions and real‑time systems are not fully covered by the scheme and may remain manufacturer‑controlled for now.
https://www.accc.gov.au/by-industry/cars-and-vehicles/about-the-motor-vehicle-information-scheme
https://www.aaaa.com.au/service-modification/tuning-up-our-world-leading-data-sharing-law-2
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