How automakers are quietly locking you out of your own car

Car ownership used to come with an unspoken assumption: You bought the vehicle, and it was yours to maintain, repair, and service in any way you saw fit. That assumption is quietly eroding. And one of the clearest signs doesn’t involve software updates or subscription features.

It involves a screw.

Tasks once considered routine — such as clearing fault codes or accessing safety systems — now often require dealer-level credentials or paid subscriptions.

BMW has filed a patent for a proprietary fastener shaped like its iconic roundel logo. It is not a Torx, not a hex, and not a Phillips head. The circular screw is divided into four quadrants mirroring the BMW emblem. Two quadrants are recessed to accept a matching tool, while the others remain flush, making it impossible for standard tools to grip. The BMW logo is embossed around the outer edge, ensuring the branding remains visible even after installation.

From a design perspective, it’s distinctive. From a functional perspective, it is proprietary by design.

Tightening the screw

According to BMW’s patent filing with the German Patent and Trade Mark Office, conventional fasteners are considered too accessible. Common tools, the company argues, allow “unauthorized persons” to loosen or tighten screws in sensitive areas of the vehicle. The purpose of the logo-shaped fastener is explicit: restrict access by requiring a specialized tool.

What has drawn the most concern is not just the screw itself but where BMW suggests it could be used. The patent lists applications beyond cosmetic trim, including seat mountings, cockpit assemblies, center consoles, and interior-to-body connections. These are components that already demand precise torque and careful installation. Adding proprietary fasteners to those areas raises obvious questions about who will be able to perform even routine work.

BMW also notes that some of these screws could be installed in visible parts of the cabin — meaning owners would be regularly reminded that parts of their own vehicle are effectively off-limits without brand-specific tools.

Dealer's wheel

The patent does not define who qualifies as “authorized” or “unauthorized,” but the repair industry has little doubt who would be excluded. Independent mechanics, collision repair shops, and do-it-yourself owners would likely need BMW-specific tooling to perform work that was once straightforward. Removing a seat for interior repairs could become a dealer-only task.

That concern is not hypothetical. Repair advocates and automotive media have long warned that proprietary designs widen the gap between modern vehicles and hands-on ownership. Independent shops may be forced to buy specialized equipment to remain competitive, while some repairs may no longer make economic sense outside dealership networks. For owners, the result is fewer choices, higher costs, and less control.

To be fair, proprietary tools are not new. Independent repair facilities already invest heavily in manufacturer-specific equipment as vehicles grow more complex. Advanced driver-assistance systems, electronic steering, and modern powertrains require specialized knowledge and tools. Even critics acknowledge that BMW’s logo-shaped screw is visually clever and consistent with the brand’s design philosophy.

But the issue isn’t aesthetics. It’s what the design signals.

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Sepia Times/Getty Images

Bad 'Gateway'?

BMW’s patent arrives as other automakers publicly emphasize repair-friendly engineering. Mercedes-Benz, for example, has discussed modular designs intended to simplify service. Against that backdrop, BMW’s approach appears to move in the opposite direction — favoring exclusivity and control over accessibility.

It’s also important to note that the fastener exists only as a patent. Automakers file thousands of patents every year, many of which never reach production. Still patents are not filed casually. They reflect internal thinking and future direction.

More importantly, BMW is not alone.

Stellantis, parent company of Jeep, Dodge, and Chrysler, uses a Security Gateway Module that restricts access to diagnostic functions. Independent scan tools are blocked unless registered and authenticated through company systems. Tasks once considered routine — such as clearing fault codes or accessing safety systems — now often require dealer-level credentials or paid subscriptions.

Volkswagen Group, which includes Audi and Porsche, employs Component Protection, preventing certain electronic parts from functioning unless validated through manufacturer software. Independent shops can install the part, but without official authorization, the vehicle may still display errors or limit functionality.

Other automakers — including General Motors, Ford, Toyota, Honda, Nissan, and Hyundai — control diagnostic software, telematics data, and vehicle information through subscription-based platforms. Lawmakers have warned that these practices undermine the very idea of ownership by placing essential repair information behind paywalls or limiting it to authorized networks.

Data grab

The common thread is not branding or engineering sophistication. It is control.

Modern vehicles generate enormous amounts of data, and automakers increasingly decide who can access it, who can use it, and under what conditions. Software locks, digital part pairing, cloud-based diagnostics, and proprietary hardware all steer repairs back toward manufacturer-approved channels.

This matters because repair access affects safety, affordability, and consumer choice. When independent shops cannot compete, prices rise. When owners cannot choose where — or whether — to service their vehicles, ownership starts to resemble a long-term lease with conditions attached.

BMW’s logo-shaped screw may never leave the patent office. But it has already made the debate tangible. It turns an abstract argument about software and data into a physical object drivers can understand.

After all, it doesn’t get much more basic than a screw.

Cars are no longer just machines. They are platforms, data centers, and branded ecosystems. The question for consumers is how much control they are willing to give up in exchange for innovation and design.