Chinese New Energy Vehicles “Repair Only at Official Dealers”? Australia’s 47 Million Yuan Fine Lifts the Veil

Recently, a regulatory news from Australia has sent shockwaves through the industry: BYD, Zeekr, XPeng, Smart, and Leapmotor—five Chinese new energy vehicle (NEV) manufacturers—are facing potential fines of up to 47 million yuan for allegedly monopolizing vehicle repairs.

This is not just a simple overseas fine—it’s a mirror reflecting the long-standing dilemma faced by Chinese NEV owners: “hard to repair, expensive to repair.”

Australian Regulators Take Action: What mistake did these five companies make?

In 2022, Australia introduced the Motor Vehicle Service and Repair Information System (MVIS), which explicitly requires manufacturers to upload core information—such as diagnostic software and technical specifications—onto an official platform on the first day of a vehicle’s launch. They must also provide independent repair shops with fair subscription options.

This means consumers can freely choose where to repair their vehicles, and repair shops can access the technical information needed for maintenance.

However, these Chinese companies have limited consumers’ ability to use independent repair services, withheld diagnostic software and technical parameters that should have been available to independent repair shops, forcing vehicle owners to rely solely on brand-authorized repair channels.

Domestic Situation: The repair dilemma of 37 million car owners

China’s NEV fleet has reached nearly 37 million vehicles, yet the repair market is even more closed than in Australia.

• Diagnostic software is tightly controlled by manufacturers, making it inaccessible to third-party repair shops.

• Original parts are either not sold to the public or are exorbitantly priced.

• Frequent OTA upgrades may cause aftermarket parts that worked yesterday to fail today.

Some owners report that replacing a bumper on a NEV can cost more than twice that of a conventional car, and a single repair may cost the equivalent of half a car. Beyond official dealerships, there are almost no alternatives.

Technical Barrier or Business Tactic?

Manufacturers often justify repair monopolies citing “safety concerns”: battery and electronic control systems are too complex, and non-professional repairs may cause accidents. While safety is important, it cannot serve as an excuse for monopoly.

Selling vehicles can make a profit, and pricing parts is acceptable—but restricting repair rights to themselves is unfair. It’s like buying a smartphone and being told: “To replace the screen, pay at least 3000 yuan at the official store. No other repair shops are allowed. If you try to repair it elsewhere, you may even break the law.”

In Shanghai, a technician was sentenced for modifying battery management system data—showing that the issue is not about opening repairs, but rather about the lack of standardized management systems.

Controlling repair channels brings three main benefits to manufacturers:

• Stable after-sales profits

• Absolute control over the parts supply chain

• Exclusive access to vehicle data through the repair process

This is no longer a technical issue—it is a matter of commercial interests.

Blocking Repair Resources: Aggravating industry inequality

Repair monopolies may bring short-term profit for manufacturers, but in the long run, they harm the entire industry:

• Consumers hesitate to buy NEVs due to repair issues

• Insurance costs rise as repair expenses soar

• Independent repair shops cannot enter the market

• Eventually, manufacturers trap themselves in a closed “sell-and-repair-only” loop

Australia’s 47 million yuan fine is not only a warning to manufacturers but also a reminder to domestic regulators and consumers: repair rights are consumer choice rights.

Industry Event Preview: Supporting global industry collaboration

By 2025, China’s NEV repair market is expected to reach 255 billion yuan, with annual growth exceeding 30%. However, fast technological iterations, a talent shortage of over 820,000, and data restrictions are limiting development.

To address this, the China International New Energy Vehicle Technology, Components, and Service Exhibition will feature a repair zone focusing on “real vehicle, real repair,” building a platform for industry collaboration.

On-site demonstration highlights:

• Real Needs: Addressing “cannot be repaired” issues—visitors witness repairs of failures that others cannot or dare not fix.

• Real Repairs: High-difficulty failures are repaired on-site; techniques become orders, and workstations become brand exhibition booths.

• Real Resources: Accurately connecting supply and demand, solving problems like “hard-to-procure parts, limited technical support, narrow cooperation channels.”

• Real Highlights: Repair skills compete on-site, visitors vote for the “Repair King,” and can even learn hands-on techniques.