EV Repair Barriers Ease: Policy Allows Partial Battery Repairs

In April 2024, the Interim Measures for the Management of Recycling and Comprehensive Utilization of Waste Power Batteries from New Energy Vehicles, jointly issued by six government departments including the Ministry of Industry and Information Technology (MIIT), officially took effect nationwide. Although primarily focused on the recycling and comprehensive utilization of end-of-life power batteries, the Measures explicitly require automakers to disclose technical information related to battery disassembly and repair and to establish a digital battery identification management system. This provision objectively provides a policy basis for breaking the monopoly on power battery repairs. Previously, new energy vehicle (NEV) owners often faced the dilemma where “repairing costs more than buying new.” For instance, when a temperature sensor worth only a few hundred yuan inside a battery pack failed or minor cell imbalances occurred, authorized dealerships typically refused partial repairs, citing safety standards and original equipment manufacturer (OEM) protocols, and instead mandated full battery pack replacement—resulting in exorbitant repair costs. The root cause of this practice lies in automakers’ implementation of data encryption and OBD port locking on the “three electric systems” (particularly the Battery Management System, or BMS), effectively turning batteries into “black boxes.” Even with professional equipment, third-party repair shops cannot access core diagnostic data, making deep-level repairs impossible; unauthorized attempts may even trigger vehicle immobilization. Statistics show that approximately 75% of faults in the three electric systems can be resolved through localized repairs, with costs amounting to only 10%–30% of a full pack replacement. However, due to information opacity, minor issues are frequently escalated into major repairs. Meanwhile, the NEV aftermarket service system remains underdeveloped: few traditional auto repair shops hold NEV repair certifications, and even fewer possess the capability to perform in-depth repairs on the three electric systems. A significant shortage of qualified technicians further exacerbates the supply-demand imbalance, reinforcing dealership monopolies on repairs. As a large number of NEVs gradually exit their warranty periods, a surge in repair demand is expected—one that the current dealership network alone cannot fully accommodate. Under the Interim Measures, third-party repair providers with proper credentials can now legally obtain essential technical repair information, granting vehicle owners greater choice and transparency in repair options without voiding their original manufacturer warranties. Nevertheless, achieving true “freedom to repair” still faces multiple challenges, including uneven policy implementation, a shortage of skilled professionals, inconsistent industry standards, and difficulties in regulatory oversight. Industry observers widely agree that these Measures mark a new phase of standardized development for the NEV aftermarket sector.