> Most attempts to water down R2R specifically involve limiting the access provided to "assemblies" rather than individual chips. This is how the automotive in

> Most attempts to water down R2R specifically involve limiting the access provided to "assemblies" rather than individual chips. This is how the automotive industry has managed 3rd party repairability, and it’s served them well. It’s almost less about the parts themselves (gears/shafts/bearings can measured and machined and fasteners can generally be found off the shelf), and more about the the components not having interchange part numbers, or official service manuals with torque specifications. It’s an entire market separate from official channels of part acquisition. I’m dealing with a consequence of an “assembly” now. I have a GTI with VW/Audi 6-speed manual transmission of type 02Q. If you looked at all VW/Audi vehicles with a standard/manual over the last 25 years, it’s going to be a 02M, 02Q, or 0FB - all of these sharing roughly 80% of their parts with one another. But, it’s an assembly, so you cannot find individual replacement gears, pinion bearings, synchro rings, shift forks, etc from OEM, everything is aftermarket. If you’re having transmission problems that cannot be fixed with new seals, input bearings, sensors, or fluid change, you need to get a whole new transmission according to VAG. My first gear synchro ring is busted and instead of buying $40 3-inch diameter piece of stamped brass, VAG wants me to drop $5000+ for the part. The labor would be less for the swap than doing the repair, but they would rather make me spend money on the part so they can sell the old one to a remanufacturing company and they can sell me the trans for $3000. I can go to a salvage yard and get one for $400 or pick and pull (and hate myself for trying to wrestle it out) for $250.