Stuff like this is why I don't want OTA updates in my cars. Let the car dealership deal with it during regular maintenance. They'll be on the hook for fixing it before handing the car back to me.
https://www.autoblog.com/2022/02/09/seattle-radio-station-br...
https://kentindell.github.io/2023/04/03/can-injection/
AIUI the military uses "CAN bus firewalls" to prevent this. There is also some sort of encrypted/authenticated CAN bus protocol in the works. Neither are common in production cars as of 2022 or so, though they may be soon enough.
Even ignoring the automaker lobby's inevitable opposition, this would never happen because one could use it to defeat things like emissions controls or the coming anti-impairment technology[1].
1: https://apnews.com/article/coronavirus-pandemic-joe-biden-te...
So far I've had to take my Chevy Bolt to the dealership twice due to major software problems causing the "service needed" indicator to be lit (equivalent to "check engine"), and I've owned it for barely over a year.
The first time, some random bug made the car think there was something wrong with the transmission under some extremely specific set of circumstances, and as a safety precaution it would refuse to shift into drive if not serviced within 100 key cycles.
The second time, it was a bug with the software that manages battery health making the car think the battery had a severe problem. In that situation, as a safety precaution, the car refuses to charge above 40%, disables regenerative breaking, limits the HVAC usage, and slightly limits max acceleration.
This is getting very irritating. I bought an EV because I thought it would require fewer maintenance visits to the dealer!
> The air cabin filter and pollen filter need frequent replacement
Yeah “regularly” like every two years lol, you gon wait for that long to update your software and pay $500 to a dealer to do it?
Maybe it’s auto company smoke but source: https://fortune.com/2023/10/27/tesla-elon-musk-hertz-evs-ren...
>In short, the declining value of the Tesla cars in Hertz’s fleet—a decline directly caused by Musk’s price cuts—has hit Hertz squarely in its profits.
>Without explaining precisely why, Scherr said Hertz is suffering a higher incidence of damage specifically with its EV fleet, where the repair costs are roughly double that of a comparable gas-fueled car.
>“Studies of current EV ownership evidence lower incidence of damage and collision than for ICE vehicles, not higher as we are experiencing,” he revealed. Musk’s price cuts then become an acute problem when one of the Hertz EVs sustains so much damage that the cost of repair is more than the asset itself.
>“Where a car is salvaged, we must crystallize at once any difference between our carrying value and the market value of that car,” Scherr explained. “The [price] declines in EVs over the course of 2023, driven primarily by Tesla, have driven the fair market value of our EVs lower as compared to last year, such that a salvage creates a larger loss and, therefore, greater burden.”
>In short, Hertz then needs to book a noncash accounting charge. Together with the higher repair costs this led to significant profit margin headwinds.