august2021 - 42

DIAGNOSTIC TECH
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.
Figure 2 - Aftermarket scan tool with integrated diagnostics
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 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
42 Professional Distributor I August 2021 I VehicleServicePros.com
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.)
FCA worked with the folks behind
AutoAuth to enable a trust factor
solution. According to their website,
" AutoAuth provides a service for independent
operators to unlock vehicles
to securely provide service to their
customers. New vehicles will come
enabled with the latest cyber security
features to protect vehicle owners from
cyber-attack. AutoAuth works with
independent tool vendors to ensure the
tools independent operators use to do
their jobs are AutoAuth certified tools.
http://www.VehicleServicePros.com
august2021

Table of Contents for the Digital Edition of august2021
