MACS Service Reports - 2016 - NOV2
at the Extended Vehicle Concept (ExVe), a nearly completed
advanced interface that, as written, gives control of access to
vehicle data solely to automakers. If your business is in the automotive aftermarket, ExVe warrants your immediate attention
and concern.
software algorithms will have to be rewritten and thoroughly
tested across all models and variants to be v05.00-certified.
How will J2534 v05-00 Affect Service Repair Shops?
The New SAE J2534 Reprogramming Standard:
Improved But Incomplete
In the last week of October 2015, the SAE E/E System Diagnostic Standards Committee (hence SAE Committee) published
J2534 Version 05.00 (v05.00), its latest iteration, and a vast improvement over earlier versions. J2534 devices are essentially
a wired, relatively insecure gateway between two different
industry protocols - namely Universal Serial Bus (USB) and
Controller Area Network (CAN) - which is facilitated through
a simple VCI we know more commonly as the J1962 underdash connector. In short, J2534 devices are used to reprogram
and reinitialize software inside various Electronic Control Units
(ECUs) onboard vehicles that are connected across the various
communication networks. Like scan tools, other connected diagnostic tools and dongles, J-boxes plug into the older, problematic J1962 VCI.
The new v05-00 specification follows four prior
iterations and features four main components:
November 2016
Daimler AG
* J2534-1 - Defines features for a VCI device that performs
software reprogramming of electronic control modules
(ECMs).
* J2534-2 - Defines OEM-specific extensions for optional
features and protocols that perform ECM software reprogramming so an OEM can enable reprogramming of all vehicle ECMs using a single J2534 device.
* J2534-3 - Defines compliance testing to verify that an
OEM's J2534-1 VCI device meets all the requirements specified in J2534-1, to ensure reprogramming applications from
OEMs will work with all compliant VCIs. Note, this specification is not yet completed.
* J2534-4 - Defines recommended practices, application
requirements and needs that OEMs must disclose for Rightto-Repair (R2R) applications, such as protocols, physical layers, J1962 connector pin selection, network connections, Windows PC requirements and so forth. This specification also is
not yet completed.
"The new J2534 v05.00 standard is much improved over its
predecessor," explained Greg Potter, a member of the SAE Committee and also the executive manager of the Equipment and
Tool Institute (ETI). He also attends ISO and numerous other
industry meetings. "As is the case with other automotive tools
and equipment, ETI members don't welcome or condone J2534
knockoffs; they work with both the automakers and the aftermarket, including shops, to ensure previous and now the current v05.00 standards and certification tests are met by reputable
manufacturers."
The SAE Committee recognizes that automakers and aftermarket (collectively, OEMs) v05.00 device manufacturers will
have to ante-up and make some modifications, which will require some reprogramming time and expense. Automakers will
be impacted more than aftermarket J-box makers because their
Automakers affirmed at a recent National Automotive Service Task Force (NASTF) meeting that writing the software reprogramming code and the scope of validation testing are indeed enormous and costly tasks. "For each Toyota model year,
all the onboard control module permutations affected by v05.00
would require more than 80,000 different validation tests to
cover all model year variances," explained Jill Saunders, Toyota
Motor Sales' engineer responsible for Technical Information &
Diagnostics.
Kurt Immekus, publications regulatory specialist for Volkswagen Group of America, agreed with Saunders, then added, "It's
difficult to get a return on the substantial investment required,
especially since much of the work is focused on aftermarket,
rather than in-dealer, applications. There's also the challenge of
adequately monetizing this investment via subsequent products
and services provided to the aftermarket."
"Reputable aftermarket J2534 device manufacturers - most
of them ETI members - are in favor of the new version," Potter
noted. "These manufacturers say they will have to make some
modifications, essentially firmware and driver updates that
can be updated remotely to ensure devices already in the field
can live on. This will require some reprogramming time and
expense, but not the difficulty level faced by automakers, who
have much more to do with their software algorithms, hardware
and firmware before they are able to provide others with knowhow and data via licensing or subscriptions."
"We all need to understand that for every version of J2534,
validation testing has been an ongoing large-scale annual reality
and process for OEMs," Potter advised. "This is because J2534
box components are constantly changing too, as new materials and innovations are introduced (e.g., improved processor
chips). It's not enough for a J2534 device manufacturer to claim
its new, improved device operates the same as its predecessor.
They have a responsibility to their market to be certain, so they
must test, validate and certify on a large scale continually. J2534
device purchasers and consumers deserve and expect no less."
The SAE Committee advised that as shop owners and technicians become more aware of the new and improved v05.00, it's
important they understand it is intended to provide two significant advantages:
* Faster, factory-equivalent reprogramming
speed times.
* Better communication compatibility between hardware and
software for all J2534
devices, regardless of
manufacturer.
"As v05.00 becomes
mainstream, v05-00 certifiFigure 2: The common J1962
cation will provide OEMs,
underdash VCI is archaic. It's
service repair purchasers,
30+ years old, insecure and is
regulators and consumers
limited to one user at a time
with tangible evidence that
2
MACS Service Reports
Table of Contents for the Digital Edition of MACS Service Reports - 2016
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