Car Electronics 2012

The Year of The EV article tells that We can dub 2011 the year of the EV (electric vehicles) and gives a timeline what happened 2011. The end result is that today there are enough Volts on the road (along with competitors like Nissan’s Leaf, various hybrids, and an electric Ford Focus) that it might be safe to suggest that the electric car is here to stay.

There has been many different car charging connectors in use on electronic vehicles. Electric Car Charging Standards Split article tells that many car manufacturers have agreed on a single EV charging port connector standard that has been in development by the Society of Automotive Engineers (SAE) for several years. European car companies have been divided on standards for both AC and DC charging. The new single connector will support fast DC charging as well as be backward compatible with the J1772 AC charger that is standard on many plug-in electric vehicles today. I think that use of that standard will rise in 2012, and common charging standard will speed up the EV deployment.


Automotive electronics: What’s hot in 2012 article tells that in automotive electronics, 2012 looks to be a year of consolidation as technologies introduced previously become more widespread across model lines. In particular, voice recognition, with different features and interfaces, is seen as a way of distinguishing one brand from another, while electrified power trains in the form of hybrids and pure electric drives will be available in more models. In keep costs down driven auto industry the more mature the technology that goes into a car, the less risk of failure and costly warranty claims.

Cars and smartphones start to communicate using MirrorLink technology to allow new features. MirrorLink™ has been developed with the objective to provide a technology, offering seamless (extremely simple from the consumer perspective) connectivity between a smart phone and the in-vehicle infotainment system. It uses IP technologies in order to be independent of the physical transport mechanism and supports many car connectivity solutions (Bluetooth, WLAN, USB etc.). Whereas MirrorLink™ does allow any legacy application on the mobile device to show-up on the car display, it specifically enables easy development of mobile device based automotive applications.

Ethernet for Vehicles is gaining momentum in in the car. Ethernet for Vehicles Advances article tells that Ethernet technology in the car (a concept that was once unthinkable for the automotive industry) has been gaining momentum lately. Special interest group, known as the OPEN (One-Pair-Ether-Net) SIG, is aimed at driving broad-scale adoption of Ethernet in vehicles, largely to serve the expected boom of camera-based applications in cars. Many vehicles now have backup cameras, and many others are going to add cameras for such applications as lanekeeping, adaptive cruise control, and collision avoidance.

There is going to be an increasing number of Driver Information applications that involve displaying complex images and graphics. Xilinx Paves the Way for a New Generation of Automotive Driver Assistance and Infotainment Systems at CES 2012. World’s first Field Programmable Gate Array (FPGA) based Ethernet Audio/Video Bridging (EAVB) network implementation optimized for carrying high-speed data traffic within the automobile was shown at CES 2012. The IEEE 802.1 EAVB standard is already gaining the attention of a number of leading automotive manufacturers even though the specifications are still being finalized. OMG! Amazing home displays and automotive Ethernet AVB stuff from Xilinx article gives some more details what is expected in near future.


New electronics features are making challenges for developers. Automotive Electronics: Do We Really Need All This Stuff? article tells that everyone in the auto industry knows that the number of electronic control units (ECUs) in vehicles is nearing the point of unmanageability. Low-end vehicles now incorporate between 35 and 40 ECUs, while luxury cars may have 80 or more. “We’re right up against the limit right now. We need to find unique ways to integrate features and functions, and give our customers what they want without overloading our controllers.” The number of automotive features and functions keeps rising.

Would Cellphone Ban Secure Car Safety? article tells that the proliferation of in-car entertainment technologies (internet routers, smartphone links, MP3 connections, capacitive touch screens, etc.) are great for selling cars. Auto executives understand what consumers want: Many people don’t want a car with no extra features. Those new extra features have also sparked a serious debate about driver distraction dangers. “According to NHTSA [the National Highway Traffic Safety Administration], more than 3,000 people lost their lives last year in distraction-related accidents.” “You’re dealing with human nature here. People want what they want. And sometimes they want more than they should have.”


  1. Tomi Engdahl says:
    Rachael King / Wall Street Journal:
    Automakers tackle the huge security challenges of vehicle-to-vehicle communication

    Automakers Tackle the Massive Security Challenges of Connected Vehicles

    The National Highway Traffic Safety Administration is accelerating its efforts to mandate vehicle-to-vehicle communications, a step that could help lower the number of traffic deaths in the U.S., but also creates a major challenge for data security and privacy.

    NHTSA plans to submit a proposed connected car rule by the end of the year. New cars equipped with the communications technology could hit the market by the early 2020s, the Transportation Department estimates. The technology could have great public benefits, potentially reducing the 30,000-plus crash related deaths that occur in the U.S. every year. But the technology would emit a stream of data broadcasting the location of millions of cars, a potential security dilemma.

    A group of eight automakers already has put years of work into developing an unprecedented system to manage such risks. The system is a form of so-called public key infrastructure, which employs encryption and authentication and is widely used by online shopping sites and banks. The idea is to let two vehicles that have no existing relationship securely exchange data.

    PKI technology is effective, but not infallible.

    The data stream that will come from vehicles is bound to attract a broad range of hackers. “A terrorist might want to shut down a major bridge or tunnel in a major urban area by causing a whole bunch of vehicles to misbehave,”

    Designers of the new security system for connected cars are trying to guard against that possibility. The system would be larger than anything in use today, creating a new set of technical challenges. A PKI system for connected cars ultimately will need to scale to 200 million or more vehicles, while maintaining driver privacy and fending off hackers.

    Automakers including Ford Motor , General Motors , Nissan Motor , Mazda Motor Corp., Honda Motor , Volkswagen and its luxury brand Audi , Daimler AG’s Mercedes-Benz and Hyundai Motor Co. and its affiliate Kia Motors plan to finish a proof of concept for a security credential management system by August of next year. The automakers, part of a Crash Avoidance Metrics Partnership consortium, have a cooperative agreement with the Transportation Department to build the system. CAMP has already invested 11 years researching and testing various security approaches.

  2. Tomi Engdahl says:
    Automotive King Redefines Future
    Predictive Safety Gateway to Autonomy

    Automotive is becoming one of the largest sectors of the electronics market pulling along with it the major suppliers. Renesas, for instance, made its fortune in automotive electronics before diversifying into consumer markets, but with the merger of Freescale with NXP there will be a new king of the hill in automotive electronics and its futuristic visions aim is to keep it on top for the foreseeable future by perfecting “predictive safety” as a prelude to full autonomy.

    “We estimate from figures supplied to us by TU [Technische Universitat] Munchen that the total cost of a new car was 15 percent electronics in 1990, but will grow from 30 percent in 2020 to as much as 50 percent by 2030,” Patrick Morgan, vice president and general manager of advanced driver assistance systems (ADAS) told EE Times. “And that doesn’t count the $400 billion that could be saved by preventing accidents, not to mention the 1.2 million lives saved worldwide and the 50 million injures prevented.”

    Today, the biggest safety systems in automobiles are passive systems like airbags and enhanced safety systems (ESC), such smart cruise controls, blind-spot detection, infrared night vision, collision mitigation systems, and rear-view camera systems all the way to advanced driver assistance systems (ADAS) like lane departure warnings and automatic braking to prevent rear-ending the car in front of you. But for the future, the name of the game will be “predictive safety,” according to Morgan. “We will be selling sophisticated vision and image recognition systems—in addition to the radar where we already sell the large majority of systems with one million sold so far—that will be able to classify objects and take evasive action ranging from a simple alerts to the driver all the way to taking over control of the car to prevent collisions–especially with pedestrians.”

    “We provide the safety, reliability and security hardware including encryption/decryption and key management,” said Johnson. “Competitors like mobile don’t protect their algorithms from hackers and reverse engineering in an open ecosystem.”

    The secret sauce in the VS32V234 is its dual APEX-2 image processing engines which can perform complex cognitive recognition tasks potentially realizing Morgan’s goal of predictive safety, which eventually will allow cars to drive themselves.

    Autonomous vehicles will not all look like Google’s “Johnny Cab” but will be even safer with a driver behind the wheel.

  3. Tomi Engdahl says:
    Do Head-Up Displays Lead the Wrong Way to Safety?

    In vehicles, head-up displays (HUDs) have been developed to reduce driver distraction and help drivers to keep their eyes on the street by displaying navigation information, road signs and other traffic relevant data at the windshield right in the driver’s field of sight; the goal of the technology is increasing traffic safety. A study of the university of Toronto now reveals that HUDs rather have the opposite effect — they actually can be a threat to safety, the study suggests.

    Drivers need to split their attention to deal with the added visual information says professor Ian Spence from the department of psychology of the university of Toronto. Spence conducted research on what happens when two information sources appear within the same visual range. Not only will drivers as they always did have to concentrate on what is happening on the road, but they will have to attend to whatever information pops up on the windshield in front of them.

    The researchers concluded that when ever the attentiveness of the test persons was occupied by their primary task they had difficulties attending the secondary stimulus.

    In real-world driving this means that more visual information is experienced by drivers as more stressful. They for instance have to differentiate between warnings of a collision and a recommendation to make a turn, Spence explained. Otherwise competing warnings may be more dangerous than no warning at all.

  4. Tomi Engdahl says:
    Address E-band cost and reliability issues in MMIC packaging

    Millimeter-wave RF systems have great potential for automotive applications, if they can be made cost effective. Traditional semiconductor packaging approaches are either far too expensive or suffer from signal integrity issues at the frequencies involved. But new techniques are becoming available that can address these problems.

    Whether it’s highway cruising or neighborhood trip, automobile travel would be far safer, especially at night and in bad weather, if all new cars were equipped with long-range, radar-based collision-avoidance systems. Shorter-range collision avoidance systems now in the market, typically operating at 24 GHz, can activate braking and tighten seat belts before an imminent front or rear crash. But long-range systems can warn drivers well in advance that they are closing on slower vehicles or obstructions not yet in their line of sight, and can dynamically adjust the speed of cruise controls to avoid the need for sudden braking.

    Such long-range systems operate in the millimeter-wave domain, specifically between 76 GHz and 77 GHz in the E band, to provide better object resolution and extended reach compared to the collision-avoidance radar systems that operate at 24 GHz.

    For their part, semiconductor companies have not been remiss, with cost-saving CMOS E-band transceiver chips recently announced as near-future alternatives to SiGe devices already in production. But although economy at the die level would help, the real concern is not semiconductor processes but interconnects. How do you maintain the integrity of millimeter-wave signals going between a chip and its package, between the package and a PCB, across a PCB, and through a connector at the board edge, using inexpensive, high-yield technologies compatible with existing volume manufacturing and assembly practices? Approaches common to military and aerospace radar systems, for which cost is no object, are unfeasible.

    Chip packaging

    Packages for millimeter-wave devices typically are constructed on ceramic substrates that route controlled-impedance microstrip or coplanar waveguide interconnects up to the mounted chip, which connect to the die by wire bonds, or flip-chip bumps. But even the shortest wire bond that can be produced acts as an inductor at such frequencies, as do bumps. Neither are impedance-controlled structures. This means that a matching network is necessary within the package to cancel the effect of each bond wire’s or bump’s stray inductance and thereby maintain signal integrity everywhere along the path from each die pad outward within the package. Unfortunately, the matching networks, though needed to prevent signal reflections, tend to limit the bandwidth the package can serve.

    Yet QFN cavity-type plastic packages are in use with MMICs (monolithic microwave ICs) that operate at 24 GHz. The packages have standard JEDEC outlines and footprints compatible with pick-and-place machines and surface-mount assembly processes. The main limitation for using those packages at the higher, millimeter-wave frequencies is the bond wire.

    But this is changing, making SMT plastic packages practical for millimeter-wave devices. A new commercial manufacturing process is becoming available that can transform bond wires into coaxial connections with tightly-controlled impedance characteristics

    Bond wires are only one step. To ensure signal integrity from the PCB, into the package, through the internal connections, and to the chip the whole signal path should be viewed as a waveguide. Fortunately, lead frames, if properly architected, can behave as impedance-controlled waveguide structures, and waveguide structures can also be built on the substrate.

    JEDEC does not define the dimensions and spacing internal to the QFN package, merely the external elements, so package developers have the freedom they need.

  5. Tomi Engdahl says:
    Ford recalls 433,000 cars: Software bug breaks engine off-switch
    Turning it off and on again not possible until a dealer fixes it

    Ford is recalling 433,000 of its cars as they suffer from a software bug that could prevent drivers from turning off their engines.

    The affected models include some 2015 Focus, C-MAX, and Escape vehicles. If you’re unlucky, turning the ignition key to the off position and removing the key, or pressing the engine stop button, will not actually stop the engine, which will keep running thanks to a flaw in the body control module software.

    Owners should take their cars to their nearest dealer for a bug patch at no extra cost, we’re told.

  6. Tomi Engdahl says:
    Jaguar Land Rover calls it-and hostess more flexibility

    Car manufacturer CTO keep the graying workforce biggest obstacle to the transition towards a supple IT-infrastructure.

    The renowned British car manufacturer Jaguar Land Rover Chief Technology Officer Anthony Headlam takes talks on your IT department workers to conservatism and resistance to change.

    Last week in London in Cloud World Forum event occurred in Jaguar Land Rover’s CTO Anthony Headlam says report seeing every day the older it-people resistance to change.

    This is especially true for the support functions of the business, the so-called back office -tasks.

    “I want to accelerate the cycle of IT systems, so that the software is updated monthly Faster, more pliable IT systems are JLR. The lifeline, especially now that the company has moved its production for the first time in Great Britain outside.”

    As with other car manufacturers, including Jaguar Land Rover to develop intelligent cars and their production methods in new mills.

    “We have the IT department use up to 1 700 different software applications, the oldest of which are from the 1970s,”

    In 2013, Jaguar Land Rover’s CTO appointed KSI Headlam says that in his first year as much as 90 percent of the time IT department took mere operation of existing systems maintenance. Today, the maintenance of the ratio has been reduced by quarter.

    It-mindedness and hostess are required

    The transfer of production abroad, and the new, intelligent vehicles related to manufacturing processes still require more and more flexible, suitable for industrial IT systems for the Internet.

    “Today, all our cars are networked. This means that we are constantly customer data from the use of cars and the need for care in different parts of the world. In this kind of big-data and analytics needed for cloud services,” says Headlam.

    “And the management of such amounts of data, we can not resort to the 1970s or from the technology, which may have been gradually updated in the 2000s, 80′s,” says Headlam shall go through the company’s IT renovation challenges.


    Jaguar Land Rover: staff are biggest obstacle to IT transformation

    CTO says greying IT workforce are stubborn in face of new agile approach

    People are the biggest obstacle Jaguar Land Rover must overcome to implement an agile methodology that will help modernise its IT infrastructure.

  7. Tomi Engdahl says:
    If you make one of these please don’t use it!

    Sure you can borrow my car…

  8. Tomi Engdahl says:
    Orr Hirschauge / Wall Street Journal:
    Google’s Waze to test carpooling service in Israel; drivers limited to 2 rides a day, can charge for gas, car wear and tear, but not generate profit

    Google Tests Carpooling Service for Commuters in Israel

    Google GOOGL -0.10% has thrown its hat into the hotly contested ride-sharing ring when it launched a pilot carpooling service for commuters in Tel Aviv, Israel, on Monday.

    The service, which went live on Monday afternoon, is being offered through the navigation app Waze, which Google bought in 2013 for about $1 billion, and through another app called RideWith — a new app offered to passengers who are not Waze users.

    The service pairs commuters looking for a ride to work or back home from work on RideWith with drivers using Waze going in the same direction.

    To avoid regulatory hurdles such as the ones facing Uber, Waze will limit drivers’ ability to generate income by connecting them only with passengers who wish to join the route they take to work and back, and limiting the driver to two rides a day.

    Passengers can pay drivers for the ride through their credit cards linked to the app, but only for gasoline and wear and tear.

    Google will take a cut of the fee paid, with the percentage still to be determined.

  9. Tomi Engdahl says:
    Robo-taxis, what are they good for? Er, the environment and traffic
    And destroying a quarter of a million jobs

    Taxi firms that move from human drivers of gas-powered cabs to automated electric taxis could cut vehicle emissions by over 90 per cent, according to a study by the Lawrence Berkeley National Laboratory.

    Most of these emission cuts come from shifting from oil power to electric, but the study found that autonomous taxi services have a couple of advantages that make them more efficient than private electric vehicles. The study, which looks at predictions for car use in 2030, sees two key areas of savings.

    Firstly, the style of car dispatched can be fitted to the ride, with smaller vehicles delivering the majority of taxi rides, which consist of one or two people without luggage. More capacious vehicles can be reserved for larger groups with lots of baggage.

    Secondly, given the short range of most taxi rides, electric cars are more cost efficient than petrol cars.

    “Taxis are used much more than private cars, so the number of electric miles traveled really changes the economic equation,”

    “We found that, based on simple economic model, an electric taxi would be more cost effective today, but for current driven vehicles the range is short for electric. When you take them offline for charging it’s inconvenient for the driver, but a robot doesn’t care so much about that and would be part of a fleet.”

    Thus, shifting to electric, autonomous taxis in 2030 would cut vehicle emissions by 90 per cent compared to a gas-powered car on the road today.

    There are other factors to consider with automated vehicles, both good and bad, Greenblatt explained. On the plus side, autonomous vehicles can drive closer together on the road to reduce congestion and increase efficiency, by allowing cars to slipstream each other.

    The downside of all this technology, however, is that the estimated quarter of a million people who earn their living as licensed taxi drivers, and those who freelance on services like Lyft and Uber, would be out of a job.

    “I don’t think there’s an easy answer to that – it’s another example of technology having a big change on workers,”

  10. Tomi Engdahl says:
    Lance Whitney / CNET:
    Google starts testing self-driving cars in Austin in first expansion outside California

    Google’s self-driving cars hit the roads in Austin, Texas

    Moving beyond California, the company is now test driving an autonomous vehicle in Austin, where it will further try to learn how to safely navigate the roads.

    In a Google+ post Tuesday, Google announced that it has picked Austin as the next location for its self-driving vehicle tests. To rev up the project, one of the company’s Lexus SUVs is already driving around a few square miles north and northeast of downtown Austin — with a backup driver behind the wheel for good measure.

    So just how have the cars been faring without a driver?

    In May, Google released a report on its self-driving car project, revealing that over the course of six years and more than 1.8 million miles of autonomous and manual driving, its cars have been involved in 12 minor accidents. In all of those cases, according to Google, a human being driving the other car was the cause of the accident rather than one of Google’s robo-cars– and no injuries occurred.

    What, if anything, has Google been doing to try to avoid accidents caused by other cars?

    “Our sensors give us 360-degree visibility around the vehicle at all times, out to a distance of nearly two football fields, and the vehicle never gets distracted,” a Google spokeswoman said.

    So far, the backup or — as Google calls them — safety drivers in the prototype cars have had a steering wheel, accelerator pedal and brake pedal that allows them to take control if needed.

    The speed of the cars have been capped at 25 miles per hour. But what happens when the cars don’t have a backup driver and start driving at normal speed limits? That prospect is still a number of years away, which is why testing the cars in different cities and different scenarios is crucial.

  11. Tomi Engdahl says:
    Electronics as Valuable as Horsepower for Auto Innovations

    Horsepower and technical improvements used to define automakers’ competitiveness. Now, electronic system innovation and app and digital services offerings will drive value creation and keep the automotive supply chain revved up.

    Electronic systems and digital services will drive as much value creation for the auto industry as horsepower, said an Audi executive at the recent Consumer Electronics Show in Shanghai.

    “By 2020, 50% of value creation will be based on apps, software, electronic systems and digital services,” Luca de Meo, Audi’s sales chief, said in a prepared speech during CES Shanghai and reported here by Bloomberg.

    The endless number of opportunities de Meo refers to are poised to change the auto industry, according to the Bloomberg story.

    Audi, like many of its competitors, is investing in research and development projects that will influence how the shifting future of the automotive industry.

  12. Tomi Engdahl says:
    Travel through Munich in a vehicle that is 100% electric, clean and quiet. The BMW Group and SCHERM Group officially put an electric truck into service. Launch event with Bavaria’s Minister for Economic Affairs, Ilse Aigner.

  13. Tomi Engdahl says:
    Homebrew ECU Increases Mazda Zoom

    A big problem with most modern cars is the sheer number of parts and systems that are not user serviceable. This is a big departure from cars of just decades ago that were designed to be easily worked on by the owner. To that end, [Anthony] aka [fuzzymonkey] has tackled what is normally the hardest thing to work on in modern cars: the Engine Control Unit. (

    Every sensor in any modern car is monitored by a computer called the Engine Control Unit (ECU), and the computer is responsible for taking this data and making decisions on how the car should be running. In theory a custom ECU would be able to change any behavior of the car, but in practice this is extremely difficult due to the sheer number of operations required by the computer and the very specific tolerances of a modern engine.

    ECU project update 2015 07 07

  14. Tomi Engdahl says:
    Andy Greenberg / Wired:
    Hackers remotely gain partial control of a Jeep Cherokee on the highway using vulnerability found in thousands of Chrysler cars, SUVs, and trucks — Hackers Remotely Kill a Jeep on the Highway—With Me in It — I was driving 70 mph on the edge of downtown St. Louis when the exploit began to take hold.

    Hackers Remotely Kill a Jeep on the Highway—With Me in It

    I was driving 70 mph on the edge of downtown St. Louis when the exploit began to take hold.

    Though I hadn’t touched the dashboard, the vents in the Jeep Cherokee started blasting cold air at the maximum setting, chilling the sweat on my back through the in-seat climate control system. Next the radio switched to the local hip hop station and began blaring Skee-lo at full volume. I spun the control knob left and hit the power button, to no avail. Then the windshield wipers turned on, and wiper fluid blurred the glass.

    As I tried to cope with all this, a picture of the two hackers performing these stunts appeared on the car’s digital display: Charlie Miller and Chris Valasek, wearing their trademark track suits. A nice touch, I thought.

    The Jeep’s strange behavior wasn’t entirely unexpected. I’d come to St. Louis to be Miller and Valasek’s digital crash-test dummy, a willing subject on whom they could test the car-hacking research they’d been doing over the past year. The result of their work was a hacking technique—what the security industry calls a zero-day exploit—that can target Jeep Cherokees and give the attacker wireless control, via the Internet, to any of thousands of vehicles. Their code is an automaker’s nightmare: software that lets hackers send commands through the Jeep’s entertainment system to its dashboard functions, steering, brakes, and transmission, all from a laptop that may be across the country.

    “no matter what happens, don’t panic.”

    As the two hackers remotely toyed with the air-conditioning, radio, and windshield wipers, I mentally congratulated myself on my courage under pressure. That’s when they cut the transmission.

    Immediately my accelerator stopped working. As I frantically pressed the pedal and watched the RPMs climb, the Jeep lost half its speed, then slowed to a crawl.

    This wasn’t the first time Miller and Valasek had put me behind the wheel of a compromised car.

    “When you lose faith that a car will do what you tell it to do,” Miller observed at the time, “it really changes your whole view of how the thing works.”

    It’s the latest in a series of revelations from the two hackers that have spooked the automotive industry and even helped to inspire legislation; WIRED has learned that senators Ed Markey and Richard Blumenthal plan to introduce an automotive security bill today to set new digital security standards for cars and trucks

    Miller and Valasek’s full arsenal includes functions that at lower speeds fully kill the engine, abruptly engage the brakes, or disable them altogether. The most disturbing maneuver came when they cut the Jeep’s brakes

    Their hack enables surveillance too: They can track a targeted Jeep’s GPS coordinates, measure its speed, and even drop pins on a map to trace its route.

    All of this is possible only because Chrysler, like practically all carmakers, is doing its best to turn the modern automobile into a smartphone. Uconnect, an Internet-connected computer feature in hundreds of thousands of Fiat Chrysler cars, SUVs, and trucks, controls the vehicle’s entertainment and navigation, enables phone calls, and even offers a Wi-Fi hot spot. And thanks to one vulnerable element, which Miller and Valasek won’t identify until their Black Hat talk, Uconnect’s cellular connection also lets anyone who knows the car’s IP address gain access from anywhere in the country. “From an attacker’s perspective, it’s a super nice vulnerability,” Miller says.

    That rewritten firmware is capable of sending commands through the car’s internal computer network, known as a CAN bus, to its physical components like the engine and wheels.

    After the researchers reveal the details of their work in Vegas, only two things will prevent their tool from enabling a wave of attacks on Jeeps around the world. First, they plan to leave out the part of the attack that rewrites the chip’s firmware

    Second, Miller and Valasek have been sharing their research with Chrysler for nearly nine months, enabling the company to quietly release a patch ahead of the Black Hat conference.

    Unfortunately, Chrysler’s patch must be manually implemented via a USB stick or by a dealership mechanic.

    In fact, Miller and Valasek aren’t the first to hack a car over the Internet.

    If consumers don’t realize this is an issue, they should, and they should start complaining to carmakers. This might be the kind of software bug most likely to kill someone. – Charlie Miller

  15. Tomi Engdahl says:
    Police LiDAR Tear Down

    Most police departments made a big switch from RADAR to LiDAR after consumers starting buying RADAR detectors. A lot of those LiDAR units are now out there on the surplus market. If you don’t have $500 or so to buy a LiDAR gun just to see what makes it tick, you are in luck. [Alexei Polkhanov] spent an hour tearing down a UltraLyte LTI 20-20 LR 100 so you don’t have to.

    An hour seems like a lot for a tear down video, but [Alexei] speeds up through the boring parts, and spends a lot of time talking about the optics and how the device works (with a lot of hand drawn diagrams).

  16. Tomi Engdahl says:
    Senate Bill Seeks Standards For Cars’ Defenses From Hackers

    A few years ago, the notion of hacking a car or truck over the Internet to control steering and brakes seemed like a bad plot point from CSI: Cyber. Today, the security research community has proven it to be a real possibility, and it’s one that at least two U.S. senators won’t wait to see play out with real victims.

    On Tuesday morning, Senators Ed Markey and Richard Blumenthal plan to introduce new legislation that’s designed to require cars sold in the U.S. to meet certain standards of protection against digital attacks and privacy. The legislation, as described to WIRED by a Markey staffer, would call on the National Highway Safety and Transportation Administration and the Federal Trade Commission to together create new standards that automakers would be required to meet in terms of both their vehicles’ defenses from hackers and how the companies safeguard any personal information such as location records collected from the vehicles they sell.

    Until now, car hacking has remained a largely theoretical threat, despite some instances when thieves have disabled cars’ door locks with wireless attacks, or when a disgruntled dealership employee used a tool designed to enforce timely car payments to remotely brick more than one hundred vehicles.

    But the security industry has demonstrated that vehicles’ increasing connections to the internet create new avenues for attack.

  17. Tomi Engdahl says:
    William Boston / Wall Street Journal:
    Source: Audi, BMW, and Daimler have agreed to buy Nokia’s HERE mapping service for more than $2.71B

    Audi, BMW and Daimler Near Deal to Buy Nokia Mapping Service
    Car makers see potential for location-based services to become new revenue stream

    A group of German auto makers agreed to pay slightly more than €2.5 billion ($2.7 billion) for Nokia’s digital mapping service, prevailing over Silicon Valley bidders in a battle for a key enabling technology for self-driving cars.

    German luxury car makers Audi, a unit of Volkswagen AG , Mercedes-Benz parent Daimler AG , and BMW AG have agreed in principle to purchase the telecommunications group’s digital mapping service Nokia Here, according to a person familiar with the situation.

    If a deal is struck, which isn’t yet certain, the German auto makers plan to invite other automotive companies such as Fiat Chrysler Automobiles NV, Renault SA, PSA Peugot Citroën, Ford Motor Co. , Toyota Motor Corp. and General Motors Co. to invest in Nokia Here, two people familiar with the situation said.

  18. Tomi Engdahl says:
    Ron Amadeo / Ars Technica:
    Android Auto review: A beautiful, but beta alternative to awful OEM solutions

    The occasional frustration still beats the very low bar set by car manufacturers.


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