PTEN_0821 - 18

ing a comprehensive report. Some tools
are excellent at logging every action performed
on the vehicle, which can be used
to document how much time went into the
analysis on the vehicle, in addition to providing
module part numbers and software
version levels (Figure 1).
The different tools on the market all
have their strengths and weaknesses, and
technicians need to be aware of each tool's
capabilities in order to get to the bottom
of a problem. Some tools can only read
generic OBD-II standardized information,
which might be fine, however, there
could be more generic data the tool can't
display. The same goes for tools possessing
the ability to display OEM proprietary
data: Some are more capable than others
and your mileage may vary (more on
that later).
p Figure 2 - Aftermarket scan tool with integrated diagnostics.
CONTROLLER AREA
NETWORK (CAN)
Beginning with 2008 models, the CAN
protocol was mandated for all passenger
vehicles and light trucks sold in the United
States. This standard was implemented to
help unify data communications between
the various modules or nodes populating
the vehicle. At the time, most vehicles only
had a handful of modules sharing data
across this network. Back then, many of
the legacy scan tools were unable to communicate
with the new CAN standard
unless hardware and software changes
were implemented. Today, however, vehicles
coming off the assembly line possess
dozens of modules which may not all be on
the same network or communicating using
the same protocols. In order for communication
between them to take place, specialized
modules are equipped with the
hardware and software that allow them
to act as a gateway device. These gateway
devices are often tasked with translating
data communicating on one protocol and
servicing it up on another. This is where
the service technician's knowledge of the
various network topologies provides an
advantage during troubleshooting events.
Also, due to the Right to Repair legislation
passed in Massachusetts several
years ago, vehicles built since 2018 are
more accessible than ever. All a service
technician needs are a compliant J2534
interface, such as those offered by Drew
Technologies (now Opus IVS), and a computer
meeting the specifications outlined
by the OEM. Armed with those items they
will be able to purchase a subscription to
access the vehicle using OEM software.
Additionally, many of the operations such
as reprogramming and advanced driver
assistance systems (ADAS) calibrations
are readily available as well. Furthermore,
access to secure areas of the vehicle may
require additional credentials, such as
a Vehicle Security Professional (VSP)
license issued through the National
Automotive Service Task Force (NASTF).
EVOLUTION OF OBD-II
Since its introduction back in 1996, the
OBD-II standard has evolved. Some of
the features we typically rely on, including
Mode$06, Mode$09, and Mode$0A, were
not always around or implemented in the
same way. Take Mode$06, for example.
This mode is useful for examining how
the onboard monitoring system is grading
performance of the various onboard
diagnostic routines, but it has its limitations.
This information can only be fully
18 PTEN AUGUST 2021 www.VehicleServicePros.com
leveraged if the technician is equipped to
master using it.
SECURITY
Even prior to the implementation of CAN,
the ranking of security was not remarkably
high for many OEMs. Today, we are witnessing
huge movements by many of the
OEMs focused on adding layers of protection
barriers to these networked systems,
which is understandably necessary. Given
the federal mandate driving OBD-II, access
to the generic operations cannot be blocked
by these security measures. For the rest of
the vehicle, however, we are starting to
see more driver assistance systems that
can support semi-automated driving support
operations with the eventual goal of
moving the vehicle to a fully autonomous
Level 5, according to the SAE J-3016 standard.
The hardening of these systems is
extremely important. Today, most of us
have probably witnessed the decision by
FCA (now Stellantis) to include a secure
gateway on 2018+ MY vehicles. One of
the primary drivers of this stemmed from
the work of two " white-hat " hackers by the
name of Chris Valasek and Charlie Miller.
(For more information on this, refer to my
column in the May 2021 issue.)
http://www.VehicleServicePros.com
PTEN_0821

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