In a move that may be causing thousands to pay more for car repairs, independent mechanics are getting out of the business, turning away customers and charging more for those they continue to serve -- all because of the high costs of staying up-to-date with newer automotive technology and repair information.

Take the case of John Gillespie, owner of Gillespie's Auto Service in Beaver. Fifteen years ago, he used to spend about $2,000 a year on manuals for all the automotive systems he serviced, "and those books would be good for five years or more.''

"That's not true any more," Mr. Gillespie said. He estimates that he must spend at least $20,000 a year for the latest tools and access to the computerized repair information for the cars he still chooses to work on. Those are costs that he says he must pass on.

The issue for Mr. Gillespie and other mechanics is the cost of automotive information services to which they must subscribe to get repair information. The average cost is about $180 a month, but much of that information is incomplete, Mr. Gillespie said, forcing mechanics to turn to the Web sites of the car companies' original equipment manufacturers, or OEMs.

But access to those sites can be costly -- some manufacturers charge up to $2,400 a year, and if mechanics want access to all of the OEM web sites, it can cost $40,000 or more a year. Even that information has gaps. Some mechanics say in some cases, the sites provide little if anything more than emissions repair information.

Of particular concern is the difficulty in obtaining codes for a vehicle's immobilizer -- or theft deterrent -- systems.

Without it, the car or truck won't start after the repairs are made.

Add to those frustrations and costs the expense of purchasing all the latest tools, and the annual bill for an independent mechanic to just run a shop can skyrocket into hundreds of thousands of dollars.

Part of the problem, said Aaron Lowe of the Washington, D.C.-based Automotive Aftermarket Industry Association, is that most dealers buy their parts from the auto companies, giving the companies a vested interest in steering repair work to the dealers. His group estimates independent shops forgo about $6 billion of business annually because of the difficulty and expense of obtaining service and repair information.

Capitol Hill lawmakers are trying to help.

U.S. Rep. Joe Barton, R.-Texas, has introduced the Motor Vehicle Owner's Right To Repair Act, which seeks to "prevent vehicle manufacturers and others from unfairly restricting access to the information and tools necessary to accurately diagnose, repair, reprogram or install automotive replacement parts," the aftermarket association says.

The act also would require the Federal Trade Commission to come up with "regulations to ensure competition in the vehicle repair business," the association says.

The car companies say they only are protecting their business by preventing independent mechanics from getting their trade secrets. They also say that some of the provisions of the bill would expose them to lawsuits and make it easier to get security codes that would result in more auto theft.

The bill was passed by a House subcommittee but since has been tabled. It is expected to be reintroduced next year when the new Congress convenes.

Meanwhile, the mechanics continue to struggle.

"The car manufacturers these days have programs that aren't accessible to anyone outside of the dealer network," said Warren Dernoshek, who owns a Mc Murray repair shop specializing in Saab repair work. "That rips off consumers'' because it forces them to go to the dealers who typically charge higher rates than independent shops.

The rising expense of staying current on models, the manufacturers' monopoly on some programs and the increasing complexity of cars and trucks have some independent mechanics such as Mr. Dernoshek preparing to get out of the repair business for good.

"My customer base is shrinking and since 1995, only the dealers have the capability to do diagnostics on Saabs," he said. "It puts me at a disadvantage."

Others apparently are following in his footsteps -- or refusing to consider the repair field at all. Industry observers say there's now a shortage of about 60,000 repair technicians nationwide.

Another result of the mechanics' dilemma is that some of them will turn away cars and trucks for which they don't have the latest tools or repair information.

"Right now, if somebody showed up at my door with a 2004 Honda with an immobilizer problem, there's nothing I can do," said Mr. Gillespie, of Beaver.

The tool needed to run the on-board diagnostics would cost $9,000 and " I simply can't afford that,'' he said. "The software for the immobilizer system itself is not available to me. That is a dealer-only item."

Tools, which can run thousands of dollars just for one piece, also are a continuous necessity, he said. "The thing is that you have to keep repurchasing this stuff all the time. You can't use the tools forever."

Some independent mechanics decide not to make any of the necessary investments in the software and tools, and rely on lower repair prices that they offer to attract business.

But there could be a problem with that approach, mechanics say. "You'll have shops that are flying by the seat of their pants when they make repairs, and they won't spend the money for the latest information and tools. They'll advertise that their work is cheaper, but that work may not be as good," Mr. Gillespie said.