Until now, car hacking demos were done only while security researchers were hard-wired into a vehicle’s electrical system. There was just one documented real-world case of remote car hacking in 2010, but that was an inside job by a disgruntled car dealer employee, who bricked over 100 vehicles by taking advantage of technology designed to allow remote repossession. …
Doug Newcomb covers all the facts, except that the patch FCA could quickly devise just plugs a hole in the bucket. The offending messages that “drove” the Jeep demo are still a valid and necessary part of the “by-wire” cars we have today. According to Charlie Miller hackers just need to find a new way to access the message bus. The solution is to re-architect the car information backbone including CAN, but who will make the investment? Ethernet is just now showing up in cars, adding to the LIN, MOST, CAN, Flexray, VAN and a dozen other protocols we need to secure more. The PC and data center industry had this problem 20 years ago while Cisco made millions selling “Multi-Protocol Routers”. Then we settled on TCP/IP and the internet took off roaring. When will the auto industry realize that collaboration results in growth and closed designs result in losses.
We keep hearing that cars are becoming smartphones on wheels. But most automotive infotainment systems don’t yet have the range of apps and effortless updatability associated with portable devices. And that there’s no single standard for smartphone integration currently on the market makes in-vehicle connectivity confusing for consumers, while automotive infotainment interfaces are among car …
Cars are much more than smartphones on wheels, but smartphones capture the attention of the next generation of buyers more than typical car features. It’s very interesting to see 2 very large OEMs teaming up to make phones and cars come together better.
FCA may be the first OEM to issue a cyber security-related recall, but it will not be the last.
Should cyber security be something that OEMs work on in isolation, with each developing its own solutions? The silo approach certainly has its benefits, preventing hackers from making a single attack on thousands or millions of vehicles across multiple brands all at once; but it also means a duplication of R&D for the same result. Identifying threats is crucial, which is where some kind of cyber security social network would come in handy; AlienVault spoke to Automotive World about its Open Threat Exchange (OTX), where OEMs, suppliers and other interested parties can collaborate in confidence.
Source: Automotive World
I think collaboration makes a lot of sense when it comes to huge solutions needed to problems affecting nearly all people, like safety and cybersecurity.
“You’re determined. So what? You haven’t been racing naked through shark-infested waters yet,” she writes. “Will you be just as determined when you wash up on some deserted island, disoriented and bloody and ragged and beaten and staring into the horizon with no sign of rescue?”
Ok, I can live without the billion dollars, and a space program.
“We are leaders in this technology and will stand up for ourselves,” Bernhard said, acknowledging that Apple, Google and other companies were trying to position themselves in the promising business of autonomous driving.
I really like the picture of the “trucker” reading his mail on an iPad. I assume safety advantages, not cost reduction is expected since there will be a “driver” in the loop. Breaker / breaker one-niner, 10-4.
Chevrolet, Buick, GMC and Cadillac will offer 22 different active safety technologies across their 2016 model year U.S. lineups, ranging from driver alerts to those that automatically intervene and…
Great to see that GM is investing further into V2X besides adding DSRC radios into Cadillacs beginning 2016. There is a lot more to safety than wireless radios that needs to be developed, and of course this tech needs to be on all cars, not just luxury models. Costs must go down to make that happen – collaboration is one key element to exploit.
Apple doesn’t invent new industries. It revolutionizes established ones. The company changed the way millions of people buy music, rewrote the rules for smart phones, cemented the look and feel of a tablet computer, and recently stormed the high-end watch market. Now, according to reports, Apple has its eye on the car industry.
If Apple started making cars, quality would be a high priority, perhaps Doug Betts could help with that. Will the “Detroit meets Silicon Valley” term be reversed to “Silicon Valley becomes Detroit”? Some people laughed when Elon Musk tried it, now he has a big factory there.
Welcome to the age of hackable automobiles, when two security researchers can cause a 1.4 million product recall.
Hacking a car is major consumer news, despite the awareness within industry that it is possible. Chrysler must want to contain this viral story using a USB delivered recall, but it will still cost millions. It’s too bad for them to be highlighted so much since almost all new cars have shipping vulnerabilities. It has to do with the pressure during product development to produce software in time for a pre-defined ship date (SOP). I think this demo proves the infotainment system is not isolated from the car safety critical parts and it needs to be treated as such. This will be a huge increase in complexity of development. Software collaboration on common problems could really help. The video by Wired is a must see: http://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/
One of the hallmarks of C3 events is that we bring together the top thought leaders in the connected car and future mobility space to discuss the issues that matter most. In addition to appearing on stage, we caught up with several of the distinguished panelists at C3 at CE Week 2015 in New York …
Tackling Connected Car Security and Privacy Concerns will be a topic for many years it seems, since it is so personal and important to each of us.
The introduction of Uber drastically improved New Yorkers’ options. From my perspective, a ride with Uber is superior to a New York taxi in literally every facet of the experience, from the cleanliness of the vehicles to the demeanor of the drivers.
But for the purported champion of the people, Bill de Blasio, Uber should not be allowed to continue to grow apace with demand. Per the Wall Street Journal, de Blasio is attempting to limit the number of Uber drivers operating in New York for a year or more, stifling both the firm’s chances to expand in its biggest market and consumer choice. Uber has retaliated with a multifaceted marketing and PR campaign, including the introduction of a “de Blasio” mode on its app per the above screenshot.
I was shocked by Uber last time I was in NYC. The driver was very polite, well dressed and clean. His car was no more than a year old (new car smell) and no obnoxious advertising on an LCD monitor or bulletproof glass crowding me and the driver with a little slot like a high crime gas station. I was also not pressured into giving a 30% tip on the credit card terminal. Maybe the mayor should learn from the customers rather than try to block the innovation