MACS Service Reports - 2016 - NOV5

ETI
Figure 4: The underdash J1962 VCI (left) is little security and is easily hacked. Both the SVI model (center) was developed before the ExVe model (right).
Both have stringent security protocols all users must successfully pass before being granted access to the vehicle. Note that the SVI concept specifies that the
aftermarket and automakers jointly control and monitor access to vehicles. Note that unlike the SVI, ExVe specifies only automakers control and monitor
access to vehicles.

or eight-wire based, which allows faster and higher data volumes to be transferred. Other automotive markets have moved
beyond two-wire. We're lagging.
"The auto industry in the United States needs to get in step
with what's happening here in other industries and in the rest
of the world," continued Potter. "Too often, when meeting with
automakers, suppliers and others about wanting access to vehicles, the one thing that is always thrown back in our faces is,
'That will be unsecure.' That's closed-minded. It's critical to go
beyond our business cultures and past practices to wherever the
information and know-how we need is, whether it's for Ethernet, security, encryption, artificial intelligence or other needs we
have."

- Globally, the industry is headed toward managed ITS; this
includes service repair shops and suppliers. Security and encryption design is being done right in the international ITS
community today. This past summer, the 2016 CONVERGE
meeting in Berlin showcased the new ISO 21217:2014 standard, which describes open standards communications architecture and the use of reference security protocols to safeguard ITS nodes, such as vehicles, control centers, shops and
traffic signals, based on the principles of bounded, secured
and managed domains. This new ISO standard is far superior to what we have domestically today. It's know-how we
need.
"ETI member firms build the automotive tools, equipment,
devices and third-party service repair information products
that bridge automakers and service repair facilities," Potter said.
"Our customers are in both groups, and we've enjoyed an open,
honest collaboration with them. We realize automakers have
been behind the curve regarding vehicle security and encryption, for which solutions are complicated and expensive. On the
other hand, the global IT and ITS communities are well ahead
of the auto industry in the areas of security and encryption. We
need to use our relationship with them to grow our capability."
"That's why we've been telling automakers for a few years
now: 'Get rid of your individual proprietary systems. They add
unnecessary complexity to servicing vehicles, and frankly aren't
as good as those developed and in use today by the ITS and IT
industries.' We've urged automakers to adopt the new robust
systems developed by these two communities, which use stateof-the-art security and encryption mechanisms and employ
standardized but more sophisticated and secure vehicle interfaces. They work, and that serves everybody's interests. After all,
we're all in the security business now."

Potter cited two examples:
* The International Consumer Electronics Show (CES) -
The Las Vegas CES is a multi-industry show where knowhow has traction. Just a few years ago, no one in the automotive repair industry attended it. Yet it is where telematics,
connectivity and other emerging technologies this industry
now needs were already being discussed and successfully
implemented years ago. Some, but not enough of stakeholders attend now to grow knowledge, expertise and relationships with IT experts from Apple, Google, Amazon, NVIDIA
and other tech giants that we can leverage. They have shown
the value of using open and proven industry standards and
methods, rather than traditional proprietary means, to build
more secure, encrypted and standardized vehicle access for
all legitimate stakeholders. Simply put, doing things a dozen
different ways isn't user-friendly, and often, it's confusing
and less secure.
* Intelligent Transportation Systems (ITS) Plenary Meetings

November 2016

MACS Service Reports

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