ABATE (Arizona): Congress Must Act Now to Protect Riders

Why Congress Must Act Now to Protect Rider Choice, Fair Repair Access, and the Future of Motorcycling

— by Michael Infanzon

Across the country, riders are confronting a series of federal policy decisions that will shape the future of motorcycling for decades. New motorcycles depend on software-based systems for diagnostics and repair. Some states are adopting regulatory approaches that threaten the internal combustion engine. Autocycles are creating confusion about what should count as a motorcycle. Funding levels for recreational trails remain out of sync with the tax revenue riders generate. These issues all converge on a simple principle. Riders need a regulatory framework that protects access, choice, and the freedom to maintain and operate the motorcycles that best suit their needs.

ABATE has long held that riders deserve the right to repair their motorcycles on their own terms. Riders should be able to choose where they purchase and service their bikes. Riders should not be boxed out of their own repair data or forced to accept proprietary systems that funnel all maintenance into dealership only models. Riders deserve access to the road and to off highway opportunities across the country. Congress is now considering several federal bills that speak directly to these concerns. It is time for Arizona riders to take notice and make their voices heard.

H.R. 1566 and S. 1379: The REPAIR Act and the Future of Motorcycle Maintenance

The Right to Equitable and Professional Auto Industry Repair Act (H.R. 1566 in the House and S. 1379 in the Senate) addresses a serious problem: the growing tendency of manufacturers to restrict access to essential diagnostic tools, software, and vehicle generated repair data. Modern motorcycles depend on electronic control modules, encrypted systems, and software-controlled maintenance functions. When manufacturers refuse to share this information, the result is a closed repair market. Riders are forced toward dealership service models, independent shops cannot compete, and self-maintenance becomes almost impossible.

The REPAIR Act prohibits manufacturers from using software locks, encrypted telematics, or proprietary tools as gatekeeping mechanisms. It preserves access to the information and tools necessary to diagnose, calibrate, or repair a motorcycle. It also prevents manufacturers from using data access restrictions to force riders into branded parts or tools. For Arizona riders, especially in rural regions where dealership access is limited, this matters. Riders depend on independent shops and their own mechanical skills. The REPAIR Act protects this tradition.

There is bipartisan interest in this legislation. A similar bill introduced in the prior session gained more than fifty co-sponsors. That number needs to increase. Riders need to contact their Representatives and Senators and ask them to support both versions of the bill. The future of motorcycle repair depends on it.

H.R. 3385: Updating the Federal Definition of a Motorcycle

The federal definition of a motorcycle has not been updated in nearly sixty years. During that time a new category of vehicles has emerged. These vehicles are commonly called autocycles. They are enclosed or semi enclosed, often feature steering wheels, and operate more like small cars than motorcycles. Yet they are classified as motorcycles at the federal level. This classification creates confusion for licensing, insurance, safety data collection, and training requirements.

H.R. 3385 directs the Secretary of Transportation to update the Code of Federal Regulations with a modern definition of what should count as a motorcycle. The proposed statutory definition is clear. A motorcycle is a motor vehicle that was originally manufactured with motive power, requires the rider to sit astride a seat or saddle, has no more than three wheels in contact with the ground, uses handlebars for steering, and uses handlebar and foot controls for braking and acceleration. The vehicle must also be capable of speeds above thirty miles per hour.

This definition matches what riders, trainers, and safety professionals already know. A motorcycle requires specific skills and rider positioning. Treating enclosed steering wheel vehicles as if they are motorcycles distorts safety statistics and training obligations. ABATE supports this reform because accurate definitions lead to better data and better policy.

S. 995 and H.R. 2165: Protecting the Internal Combustion Engine

Several bills in the current Congress focus on preventing federal agencies from creating de facto bans on internal combustion engine vehicles. These bills respond to recent regulatory activity that ties future vehicle availability to electric propulsion targets set under the Clean Air Act. Under a rule issued in 2024, more than half of new vehicles sold between 2030 and 2032 would have needed to be electric. That mandate was not designed for the motorcycle market. The infrastructure, range, and performance expectations of riders do not currently align with an electric dominated future.

The Choice in Automobile Retail Sales Act, introduced as S. 995 in the Senate and H.R. 2165 in the House, would prevent the Environmental Protection Agency from issuing regulations that require specific technologies or limit the availability of new internal combustion engine vehicles. It would also require the agency to revise any existing rules that restrict access to gasoline powered vehicles.

Riders have always needed the freedom to choose the form of power that fits their style of riding, their geography, and their budget. These bills do not reject the possibility of electric motorcycles. They simply recognize that mandates are not the path forward and that the rights of motorcyclists must be respected. Riders should contact their Members of Congress and request support for both measures.

H.R. 2218 and S. 1072: Ending California’s Special Waiver Authority

Under the Clean Air Act, California has a unique power to seek waivers from the EPA to adopt emissions rules that differ from federal standards. Other states can then align themselves with these California rules. This process has shaped national vehicle policy for decades. Many Members of Congress now argue that the waiver system has outlived its purpose. Riders across the country have raised similar concerns. When one state can dictate emissions policy for the rest of the country, the result can be restrictions on internal combustion engines that do not reflect the needs or conditions of other regions.

H.R. 2218 and S. 1072 seek to end this waiver authority and require uniform standards nationwide. Supporters of these bills argue that they defend rider choice, prevent indirect bans on gasoline powered vehicles, and restore national consistency. Riders who see the internal combustion engine as essential to the future of motorcycling should consider contacting their Representatives and Senators to support these bills. When one state drives national emissions policy, the needs of motorcyclists in other states, including Arizona, can be overshadowed.

Congressional Review Measures: H.J. Res. 87, H.J. Res. 88, H.J. Res. 89, and S.J. Res. 46

Congress is also considering several resolutions under the Congressional Review Act. These measures would overturn recent EPA rules granting California expanded authority to mandate zero emission trucks and cars within its borders. If allowed to stand, these rules would shape national vehicle availability and shift market incentives toward electric power in ways that would affect the motorcycle market indirectly.

These resolutions require only a simple majority vote in the Senate. Riders who believe federal rules have moved too far toward electric mandates should follow these measures closely. They play an important role in the broader debate about vehicle choice.

S. 811: Strengthening the Recreational Trails Program

The Recreational Trails Program depends on federal gasoline tax revenue attributed to off highway vehicles. The program funds trail maintenance, trail construction, and safety improvements across the country. Despite significant revenue generated by off highway motorized recreation, funding for the program has remained at eighty-four million dollars annually since 2009. A report required by Congress later found that the actual revenue attributed to off highway motorized recreation is near two hundred eighty-one million dollars per year.

S. 811 proposes to align program funding with the tax revenue generated by trail users. Riders who depend on trail access for recreation or training should pay attention to this bill. Better funded trails lead to safer riding conditions, stronger rural economies, and improved access for future generations.

A Call to Action for Riders Across Arizona

The federal bills discussed above share a common theme. They influence how riders maintain their motorcycles, what motorcycles they can purchase, what vehicle standards states can impose, and the quality of riding infrastructure available nationwide. Riders often focus on state level legislation, but many critical decisions are made in Washington. Congress will not act unless Members hear directly from the people affected.

Arizona riders have a strong tradition of independence, self-sufficiency, and mechanical knowledge. These bills speak directly to those values. Riders should contact their Representatives and Senators, request support for the REPAIR Act, for legislation that protects internal combustion engines, for measures that modernize the definition of a motorcycle, for equal treatment in emissions policy, and for full funding of the Recreational Trails Program.

The future of motorcycling is being debated in Congress. That future should not be shaped without the voice of the riding community.

Contact your Congressional delegation.