A Practical Guide to Section 24220, Impaired-Driving Technology, and In-Vehicle Monitoring

New vehicles have become sophisticated networks of cameras, microphones, sensors, wireless connections, mobile applications, and driver-assistance systems. At the same time, social-media posts have claimed that the federal government will require every new vehicle sold in 2027 to contain “facial-recognition AI,” read occupants’ lips, listen to conversations, inspect connected phones, or continuously report drivers to the government.

Those claims confuse several different technologies and substantially overstate what federal law presently requires.

Section 24220 of the Infrastructure Investment and Jobs Act directs the U.S. Department of Transportation, acting through the National Highway Traffic Safety Administration (“NHTSA”), to establish a federal motor-vehicle safety standard for advanced drunk- and impaired-driving prevention technology. The statute does not expressly require facial recognition, lip reading, conversation recording, cellphone-content monitoring, or government tracking. It is technology-neutral and permits more than one potential method of identifying impairment.

For automotive dealers, the challenge is practical. Prospective purchasers may arrive at the showroom having seen alarming posts, videos, or headlines. Salespeople and managers will need to distinguish the actual federal mandate from optional manufacturer features, existing driver-monitoring systems, connected-vehicle services, and predictions about technology that has not yet been required by a final federal rule.

This Codex provides a practical, dealer-focused overview of the law, the rulemaking status reported by NHTSA through February 2026, the most common social-media rumors, and steps dealers can take to prepare for buyer questions in 2027.

Dealer takeaway: Section 24220 creates a federal rulemaking mandate for impaired-driving prevention technology. It does not itself order dealers to install facial-recognition AI in every vehicle, and it does not establish a blanket model-year 2027 facial-technology requirement.

Important Notice

This Codex is a general informational guide. It is not a substitute for reviewing the final federal safety standard, manufacturer instructions, vehicle-specific disclosures, applicable privacy laws, franchise obligations, or legal advice concerning a particular vehicle or dealership practice. The regulatory landscape may change after publication. Dealers should confirm current requirements and manufacturer guidance before making representations to customers.

1. What Is Section 24220?

Section 24220 was enacted as part of the Infrastructure Investment and Jobs Act, Public Law 117-58, signed on November 15, 2021. Congress titled the provision “Advanced Impaired Driving Technology.” Its stated structure is straightforward: the Secretary of Transportation must issue a final rule prescribing a Federal Motor Vehicle Safety Standard requiring certain new passenger motor vehicles manufactured after the standard’s effective date to be equipped with advanced drunk- and impaired-driving prevention technology.

The enacted text is available in Public Law 117-58, § 24220.

What qualifies as advanced impaired-driving prevention technology?

The statute defines the term broadly. A qualifying system may:

• Passively monitor a driver’s performance to identify accurately whether the driver may be impaired and prevent or limit vehicle operation if impairment is detected;
• Passively and accurately detect blood-alcohol concentration at or above the legal limit and prevent or limit vehicle operation if that condition is detected; or
• Use a combination of those approaches.

This definition matters because it does not prescribe a single device or design. Congress did not say that every vehicle must have a facial-recognition camera, ignition interlock, breath tube, fingerprint scanner, microphone, or cellphone-monitoring program. Congress described the safety result to be achieved and left NHTSA to determine, through rulemaking, what performance requirements a compliant system must satisfy.

What does “passively” mean in this context?

The statute contemplates technology that ordinarily functions without requiring the driver to perform a separate, overt test each time the vehicle is started. That is different from a traditional court-ordered ignition-interlock device that may require the driver to blow into a mouthpiece.

“Passive,” however, does not automatically mean “secret,” “always transmitting,” or “connected to the government.” It describes how the system detects impairment—not necessarily what data it retains, where processing occurs, or who can access the information. Those questions depend on the eventual federal standard and the design and privacy practices associated with a particular vehicle.

What could the vehicle do if impairment is detected?

The statutory definition contemplates preventing or limiting vehicle operation. The exact intervention has not been fixed by the statutory text. Depending on the eventual rule and approved technology, possible responses could involve restrictions or safety measures, but dealers should not tell customers that a particular response is federally required unless the final standard and the vehicle’s manufacturer documentation actually say so.

The law’s direction to prevent or limit operation also raises important implementation questions:

• How will a system distinguish alcohol impairment from fatigue, illness, distraction, disability, medication effects, or unusual behavior?
• What confidence threshold will apply before intervention?
• What warnings will the driver receive?
• Will a driver have an opportunity to correct or contest an erroneous result?
• How will the system respond when immediate vehicle restriction could create a safety risk?
• What diagnostic, repair, calibration, and warranty procedures will apply?

These are precisely the types of questions that a performance-based federal safety standard and manufacturer implementation materials must address. Dealers should avoid inventing answers before those materials exist.

2. Is There a Federal Model-Year 2027 Facial-AI Mandate?

No. Section 24220 does not state that all model-year 2027 vehicles must contain facial-recognition AI.

The statute originally directed the Secretary of Transportation to issue a final rule within three years after enactment—approximately November 2024. It generally directs that the compliance date be set no earlier than two years and no later than three years after issuance of the rule. The statute also addresses circumstances in which the agency determines that a compliant standard cannot be issued within the original timetable.

That timetable likely generated the “2027” claim. If a final rule had been issued around the original deadline and a compliance date had been selected within the statutory window, some vehicles produced around 2027 could potentially have been affected. But a projected date is not the same as an operative requirement.

NHTSA’s February 2026 Report to Congress reported that the final Federal Motor Vehicle Safety Standard had not yet been issued. NHTSA remained engaged in technological evaluation and rulemaking work. The report also stated that passive blood- or breath-alcohol detection systems meeting the statutory requirements were not yet available in production vehicles and that relevant sensors were not ready for vehicle integration.

Accordingly, dealers should distinguish among four separate events:

1. Congress enacted Section 24220.
2. NHTSA began investigating and developing a proposed safety framework.
3. NHTSA must issue a final Federal Motor Vehicle Safety Standard before specific binding technical requirements are established.
4. A compliance date must arrive before newly manufactured covered vehicles are required to comply.

The statute is real. The claim that it already commands facial-recognition AI in every new 2027 vehicle is not.

3. Facial Detection Is Not Necessarily Facial Recognition

This distinction will be central to many customer conversations.

Facial or behavioral detection

An inward-facing driver-monitoring camera may analyze observable conditions such as:

• Eye closure;
• Gaze direction;
• Head position;
• Drowsiness indicators;
• Whether the driver is looking away from the road;
• Whether the driver appears to be holding or using a phone;
• Whether the driver is supervising a partially automated system; or
• Other movements potentially associated with inattention or impairment.

Such a system may analyze a face without determining whose face it is. Its purpose may be to classify attention, drowsiness, or behavior rather than identify the individual.

Facial recognition

Facial-recognition technology generally creates, extracts, or compares biometric facial measurements for identification or authentication. Examples could include identifying an enrolled driver, unlocking a vehicle, loading a personalized profile, or authorizing a transaction.

A manufacturer may choose to offer facial authentication or personalization as a separate feature. That does not mean Section 24220 requires it. Dealers should consult the Monroney label, owner’s manual, privacy notice, manufacturer training, and feature descriptions for the specific vehicle rather than treating every inward-facing camera as a facial-recognition device.

A practical dealership rule

Do not tell a customer either that a cabin camera “recognizes your face” or that it “collects no biometric information” unless the manufacturer’s documentation supports the statement. The accurate description may vary by make, model, trim, software version, enabled services, and user settings.

4. What About Lip Reading?

Section 24220 does not require lip reading.

Nothing in the statutory definition directs manufacturers to interpret occupants’ lip movements, determine what they are saying, or use a camera to reconstruct conversations. Social-media claims about mandatory federal lip-reading systems appear to extrapolate from the existence of inward-facing cameras and modern artificial intelligence rather than from the enacted law.

A technology may be theoretically capable of being adapted for uses beyond its stated function. That possibility does not establish that the federal government has required those uses. Dealers should focus on what the specific system is designed, documented, and authorized to do.

A careful customer-facing response would be:

“The federal impaired-driving provision does not require lip reading. This vehicle may have a driver-monitoring camera, but its documented functions should be evaluated from the manufacturer’s vehicle-specific materials.”

5. Does the Law Require Vehicles to Listen to Conversations?

No. Section 24220 does not require continuous recording or analysis of occupant conversations.

Many vehicles already contain microphones used for legitimate and familiar purposes, including:

• Hands-free telephone calls;
• Voice commands;
• Navigation requests;
• Emergency-assistance services;
• In-vehicle virtual assistants;
• Active noise-management systems; or
• Communication with connected applications.

The presence of a microphone therefore does not establish that conversations are continuously recorded or transmitted. At the same time, a dealer should not make an absolute promise that “the vehicle never listens” or “nothing leaves the car” without confirming how the particular feature operates.

The proper questions include:

• Is the microphone activated only by a button or wake word?
• Is audio processed inside the vehicle or transmitted to a remote server?
• Is any audio retained?
• Does the service provider use recordings to improve the system?
• Can the customer disable the voice assistant or revoke permissions?
• Does an emergency or telematics service operate under separate terms?

These questions arise from connected-vehicle design and privacy practices. They are not requirements created by Section 24220.

6. Does the Law Require Monitoring a Driver’s Phone?

No. Section 24220 does not direct manufacturers to inspect a driver’s phone, read text messages, review applications, monitor call content, or search stored files.

Nevertheless, customers may reasonably be concerned because vehicles and phones can exchange substantial information through:

• Bluetooth pairing;
• Apple CarPlay or Android Auto;
• Manufacturer mobile applications;
• Contact and message synchronization;
• Navigation and location services;
• Remote-start and vehicle-control applications;
• Wi-Fi hotspots;
• Digital-key systems; and
• Cloud-connected infotainment accounts.

The information accessible to the vehicle depends on the connection method, the permissions granted, and the relevant service terms. A driver may authorize access to contacts, recent calls, messages, location, media, or device identifiers. That is different from a federal mandate requiring the vehicle to monitor the phone for impairment.

Driver-monitoring technology may detect that a person is looking downward or holding an object consistent with a cellphone. That is behavioral observation. It is not necessarily access to the phone’s contents.

Dealer practice point

Dealership personnel assisting with pairing should explain the permission screens accurately. They should not automatically accept every permission without the customer’s knowledge. When appropriate, customers should be shown how to:

• Review requested permissions;
• Decline optional synchronization;
• Delete a paired device;
• Remove stored contacts and call history;
• Sign out of connected accounts; and
• Reset the infotainment system before trade-in, lease return, or resale.

7. What Technologies Might Ultimately Be Used?

Because Section 24220 is technology-neutral and the final standard had not been issued as of NHTSA’s February 2026 report, no dealer should represent that a single technology has been selected for universal use.

Potential approaches discussed in the broader impaired-driving-prevention field include the following.

Driver-performance monitoring

A system could evaluate steering inputs, lane position, braking, acceleration, gaze, head movement, eye closure, reaction patterns, or combinations of indicators. Some of these functions overlap with existing drowsiness, attention, lane-assistance, and partially automated driving systems.

The central challenge is accuracy. Behavior associated with impairment may also be associated with fatigue, disability, illness, stress, medication, road conditions, or ordinary variation among drivers.

Passive breath-alcohol detection

A vehicle could potentially analyze ambient breath in the driver’s area without requiring a traditional directed breath test. The system would need to distinguish the driver’s breath from that of passengers and account for environmental alcohol sources, cleaning products, sanitizers, and other potential interference.

Touch-based alcohol detection

A sensor embedded in a control surface could potentially detect alcohol through the driver’s skin. Practical questions include where a sensor would be placed, whether gloves or other barriers would interfere, how it would distinguish the driver from another occupant, and how calibration and maintenance would be handled.

Sensor fusion

A compliant system might combine several signals instead of relying on one measurement. For example, behavioral information might be considered together with an alcohol-detection signal. A combination could improve reliability, but it could also increase the quantity and sensitivity of information processed by the vehicle.

Existing driver-assistance technology

Some vehicles already contain attention warnings, hands-on-wheel detection, drowsiness alerts, emergency stopping functions, or cabin cameras. The existence of those systems does not establish that they satisfy a future Section 24220 standard. Until NHTSA defines the performance requirements and manufacturers certify compliance, dealers should not describe an existing feature as “the federally approved impaired-driving system” unless the manufacturer expressly authorizes that statement.

8. Common Social-Media Claims: Rumor Versus Reality

9. What Dealers Should Say to Prospective Buyers in 2027

A dealership’s response should be accurate, calm, vehicle-specific, and free from political or technological speculation.

Suggested short response

“Federal law directs NHTSA to develop an impaired-driving prevention safety standard, but the law does not specifically require facial recognition, lip reading, conversation monitoring, or access to your phone. Features vary by vehicle. We can show you the manufacturer’s description of the camera, microphone, connected services, permissions, and available privacy settings for this model.”

Suggested expanded response

“You may have seen posts claiming every 2027 vehicle must contain facial-recognition AI. Section 24220 actually directs NHTSA to create a safety standard for passive impaired-driving prevention technology. The law allows different approaches, including monitoring driver performance, detecting alcohol levels, or combining methods. It does not itself require facial identification, lip reading, or cellphone-content monitoring. We should review the specific vehicle’s equipment and manufacturer documentation because existing driver-monitoring and connected services vary by model.”

What dealership personnel should avoid saying

Dealership personnel should avoid unsupported categorical statements such as:

• “The government watches you through the camera.”
• “The camera records absolutely nothing.”
• “All 2027 vehicles are legally required to have this exact system.”
• “This vehicle has no biometric technology,” unless confirmed.
• “The manufacturer can never access the data.”
• “Police can access the camera whenever they want.”
• “The system cannot make a mistake.”
• “You can safely disable or cover the camera.”
• “The dealer can permanently remove the feature.”

A salesperson should not guess. If the answer is not in current manufacturer materials, the appropriate response is to say that the dealership will verify it.

10. Questions Dealers Should Be Ready to Answer About a Specific Vehicle

The following questions are likely to matter more to customers than broad political claims:

Camera and sensor questions

• Does this vehicle have an inward-facing camera?
• Where is it located?
• What documented functions does it perform?
• Does it identify the driver or only evaluate attention and behavior?
• Does it capture still images or video?
• Is information stored, and if so, for how long?
• Is processing performed inside the vehicle or remotely?
• Does the system operate continuously, only while driving, or only when another feature is engaged?
• Can an optional feature be disabled?
• Will covering or obstructing the camera affect other safety or driver-assistance functions?

Microphone and voice-service questions

• What activates the microphone?
• Is there a physical mute control?
• Does the vehicle use a wake word?
• Is audio transmitted outside the vehicle?
• Are recordings retained by the manufacturer or a service provider?
• Does disabling the virtual assistant affect emergency services or hands-free calling?

Phone and account questions

• What information is imported when a phone is paired?
• Which permissions are optional?
• Does the manufacturer application collect location or driving data?
• Can the customer use the vehicle without creating an online account?
• How does the customer delete stored information?
• What should the owner do before selling or returning the vehicle?

Impaired-driving system questions

• Is this feature federally required, manufacturer-selected, or optional?
• What conditions does it attempt to detect?
• What alerts or interventions can occur?
• What should a driver do after an incorrect alert?
• Can the system be calibrated or diagnosed by the dealer?
• Is repair covered by warranty?
• Does a malfunction illuminate a warning lamp or produce a diagnostic code?
• Can the vehicle be driven while awaiting repair?
• Are there manufacturer-approved accommodations or procedures for drivers with disabilities or medical conditions?

Dealers may not have all of these answers when a new model first arrives. That makes a structured escalation process essential.

11. Dealer Preparation Checklist for 2027

Management and compliance

• Designate a manager or compliance contact to monitor the final NHTSA rule and manufacturer bulletins.
• Distinguish statutory requirements from proposed rules, agency reports, predictions, and voluntary manufacturer features.
• Obtain current privacy notices and connected-services terms for each line-make.
• Confirm whether state biometric, privacy, recording, consumer-protection, or data-security laws impose additional duties.
• Review sales and advertising materials for unsupported claims about surveillance, privacy, or federal mandates.
• Establish an escalation path for technical, privacy, disability, and legal questions.

Sales department

• Train staff on the distinction between facial detection and facial recognition.
• Provide a short, approved explanation of Section 24220.
• Teach salespeople to use vehicle-specific materials rather than general assumptions.
• Demonstrate relevant privacy and connectivity settings during delivery when appropriate.
• Avoid minimizing a customer’s concern or repeating social-media rumors as fact.
• Document and escalate questions that cannot be answered from approved materials.

F&I and connected services

• Clearly distinguish mandatory vehicle equipment from optional subscriptions and connected services.
• Do not describe optional consent as legally required unless it actually is.
• Explain trial periods, recurring charges, account requirements, and cancellation procedures.
• Avoid combining privacy consent with unrelated product representations.
• Provide or identify applicable service terms and privacy notices.

Service department

• Obtain training concerning camera, sensor, alcohol-detection, calibration, diagnostic, and software-update procedures as they become available.
• Confirm when windshield replacement, steering-wheel work, interior repairs, or aftermarket accessories could affect sensor performance.
• Do not disable, cover, remove, or modify safety equipment without manufacturer authorization and legal review.
• Develop a procedure for documenting false alerts and customer complaints.
• Preserve relevant diagnostic information consistent with manufacturer procedures and applicable privacy requirements.
• Explain whether a concern involves normal operation, a software issue, required calibration, physical obstruction, or component failure.

Used-vehicle operations

• Reset infotainment and connected accounts according to manufacturer procedures.
• Remove prior users’ paired devices and stored personal information.
• Confirm that required cameras and sensors have not been covered, disconnected, or modified.
• Identify aftermarket equipment that may interfere with the system.
• Avoid representing that a used vehicle has received a privacy reset unless the reset was actually completed.

12. Privacy and Cybersecurity Questions Are Still Legitimate

Correcting an exaggerated rumor does not mean dismissing all privacy concerns. In-cabin monitoring and connected-vehicle systems can raise significant questions, including:

• What categories of information are collected;
• Whether information qualifies as biometric, personal, or sensitive data;
• Whether processing occurs locally or in the cloud;
• How long information is retained;
• Whether data is linked to a named driver, vehicle identification number, mobile device, or online account;
• Whether information is shared with affiliates, vendors, analytics providers, insurers, advertisers, or other third parties;
• Whether a consumer can decline optional collection;
• How cybersecurity safeguards protect stored or transmitted information;
• How false impairment determinations are handled;
• Whether information may be preserved or disclosed in litigation, an accident investigation, or response to legal process; and
• Whether the vehicle will continue functioning if a subscription ends or a connected service is disabled.

Dealers should neither amplify unsupported surveillance claims nor trivialize reasonable customer questions. A trustworthy response separates three subjects:

1. What federal law requires;
2. What the particular manufacturer designed; and
3. What the customer agreed to activate or share.

These subjects may overlap, but they are not interchangeable.

13. Special Dealer Risk Areas

Advertising and sales representations

A dealership could create avoidable risk by describing an optional feature as federally required, promising that data is never collected, or claiming that a vehicle performs surveillance not identified in manufacturer materials. Public controversy does not excuse inaccurate advertising or sales statements.

Dealer-created websites, social-media posts, videos, text messages, and showroom scripts should use measured language. If a dealership wishes to address a viral claim, it should cite the actual statute or current NHTSA material and date the communication so readers understand that the rulemaking status may change.

Tampering and feature removal

A customer may ask the dealer to disconnect, cover, or remove a camera or sensor. Dealers should not assume that the feature is optional merely because the customer objects to it. Modification could affect safety systems, warranties, diagnostics, manufacturer certification, or compliance with federal and state law.

The proper response is to identify the system, determine whether the manufacturer permits deactivation, explain any consequences, and obtain legal guidance when necessary. A dealer should not improvise a workaround.

False positives and disability concerns

Systems that analyze gaze, facial movement, motor behavior, or driving patterns may perform differently for individuals with disabilities, medical conditions, atypical movements, fatigue, medication effects, or assistive devices. Alcohol sensors may also encounter environmental or physiological complications.

Dealership staff should not diagnose a customer, accuse the customer of impairment, or dismiss a reported malfunction. Complaints should be documented and addressed through manufacturer procedures. Questions about accommodation, discrimination, or safe vehicle use should be escalated promptly.

Data handling during service

A service visit may expose technicians to stored contacts, navigation history, recordings, camera-related diagnostic information, paired devices, account names, or other personal information. Dealers should maintain appropriate access controls and should not browse customer data unnecessarily.

Service-lane practices should address:

• When customer consent is needed to access a connected feature;
• Whether a technician should use a test account rather than the customer’s account;
• How screenshots, videos, logs, and diagnostic files are stored;
• Whether sensitive information appears on repair orders;
• How information is transmitted to the manufacturer or technical assistance center; and
• When temporary diagnostic copies should be deleted.

Trade-ins, lease returns, and loaner vehicles

Connected vehicles can retain information long after the user leaves. Dealers should establish repeatable procedures for removing customer accounts and personal data from trade-ins, lease returns, demonstrators, rentals, and loaners. The procedure should be documented rather than assumed.

14. What Should Dealers Monitor Next?

The legal and technical picture will become clearer only as NHTSA and manufacturers take additional steps. Dealers should monitor:

• A proposed or supplemental proposed rule;
• The final Federal Motor Vehicle Safety Standard;
• The standard’s effective and compliance dates;
• The classes of vehicles covered and any exceptions;
• Required performance, accuracy, warning, intervention, and fail-safe criteria;
• Rules concerning owner controls or system deactivation;
• Manufacturer certification and labeling requirements;
• Service, calibration, warranty, and diagnostic instructions;
• Recall or software-update activity;
• Privacy and cybersecurity disclosures;
• State-law developments affecting biometrics and connected-vehicle data; and
• Franchise communications allocating implementation responsibilities between manufacturers and dealers.

The date on every update matters

Because this area is developing, a dealer communication should identify the date through which it is current. A statement that was accurate before a final rule may become incomplete after the rule is issued. Likewise, early descriptions of a new model may change through software updates, revised owner documentation, or manufacturer bulletins.

15. A Simple Framework for Answering Customer Questions

When a customer raises a concern, dealership personnel can use the following five-part approach.

1. Acknowledge the concern

Do not ridicule the customer or dismiss the question as a conspiracy theory. Some online claims are false, but connected vehicles do collect and process information.

2. Correct the legal claim

Explain that Section 24220 directs NHTSA to create an impaired-driving prevention standard. It does not expressly require facial recognition, lip reading, continuous conversation monitoring, or inspection of phone contents.

3. Identify the actual vehicle feature

Determine whether the customer is asking about a driver-monitoring camera, voice assistant, microphone, telematics service, smartphone integration, digital key, alcohol-detection feature, or something else.

4. Use manufacturer documentation

Show the customer the relevant owner’s manual, privacy notice, feature description, settings menu, or connected-service terms. Do not substitute a salesperson’s assumption for a documented answer.

5. Escalate what remains unanswered

If the materials do not address retention, transmission, disabling, repair consequences, or another material issue, refer the question to an appropriate manager, manufacturer representative, privacy contact, or CorwinLaw.

16. Key Takeaways for Automotive Dealers

• Section 24220 is real, but viral descriptions of it are frequently inaccurate.
• The statute concerns advanced drunk- and impaired-driving prevention technology.
• It allows passive driver-performance monitoring, passive alcohol detection, or a combination.
• It does not expressly mandate facial recognition.
• It does not require lip reading.
• It does not require vehicles to record conversations.
• It does not require access to the contents of a customer’s cellphone.
• It does not itself create a universal model-year 2027 facial-AI requirement.
• As reported by NHTSA in February 2026, the final federal safety standard had not yet been issued.
• Existing cabin cameras, microphones, telematics systems, and smartphone integrations may raise genuine privacy concerns, but those features must be evaluated individually.
• Dealers should rely on current manufacturer documentation and avoid categorical promises about collection, retention, access, or disabling.
• The best customer response is factual, calm, transparent, and vehicle-specific.

Conclusion

Section 24220 reflects a significant federal safety initiative: the effort to prevent impaired driving through technology integrated into new passenger vehicles. But it is not a law requiring every 2027 vehicle to identify its driver through facial recognition, read lips, monitor private conversations, search connected phones, or transmit continuous occupant surveillance to the government.

For dealers, the responsible approach lies between two extremes. Dealerships should not repeat sensational claims that are unsupported by the statute. They also should not assure customers that modern vehicles collect no sensitive information or present no privacy concerns. The correct analysis requires attention to the final federal standard, the particular vehicle’s hardware and software, manufacturer disclosures, connected-service terms, user permissions, and applicable privacy law.

Prospective purchasers are likely to ask difficult questions in 2027. A dealership that prepares its staff, verifies vehicle-specific information, communicates candidly, and establishes a process for escalating unanswered issues will be better positioned to maintain customer trust while adapting to the next generation of automotive safety technology.

For assistance evaluating federal automotive requirements, connected-vehicle disclosures, dealership policies, advertising language, manufacturer communications, or customer-facing materials, contact CorwinLaw at:

https://www.corwinlaw.net

The CorwinLaw Codex

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