OEM Diagnostics in The Aftermarket

Scantools

• Since before OBD2 scantools have been a necessary tool for some repairs • With the increase in vehicle technical comes an increase in scan tool usefulness and complexity • Today a scantool may be necessary for simple tasks such as tire rotation, brake pad replacement, alignment, or key replacement • There are tons of scantools on the market, but which one is right for the job???

Aftermarket Scantools

•Aftermarket scantools typically offer comprehensive technical support •These tools feature a common user interface across all makes minimizes “tool-specific” training •For a technician, single tool ROI is good when spread out over their entire customer range •But sometimes the technician needs more to finish the job

When the OEM tool is necessary

•Flash programming where OE applications fall short of real world needs (I.e. emissions flash only) •Vehicle diagnostic functions that are missing from their aftermarket tool •Security and coding functions that OEMs have not offered thru ETI •The need for the dealer tool is growing because of vehicle complexity and number of software fixes to cars.

OEM Support Issues

•Most dealer tools are hard to buy. •Technicians want to buy from their local parts store or tool truck. •Technicians also tend to buy tools that are marketed to them thru promotions, media, and sales people •They don’t want to wait weeks (or months) to buy from one source.

•Some dealer tools are difficult to use, especially without training •Many “all makes” shops cannot afford the cost of every dealer tool. •OEM Tech support for factory tools can be hard to get in the aftermarket, depending on the brand.

The industry needs a solution

•Without OEM tools, many technicians feel that their future is threatened •OEMs should recognize that the aftermarket needs dealership capabilities •Getting this capability to everyone is good for selling cars and customer satisfaction

One solution adopted by OEMs

•Offer complete OEM Diagnostics thru a software subscription •Let the technician use a universal pass-thru interface •Allow technicians to purchase “ala carte” subscriptions by the job, make then affordable enough that they can be absorbed in the repair bill.

•Give any subscriber full access to all dealer functions, use SDRM for sensitive functions •Make tech support and training available, even if it is fee-based people will want it (if it’s good)

PassThru Concept

•The Pass-thru concept is relevant for as long as the car needs a pass-thru interface •Every OEM is using some form of Pass-thru in the dealerships. Many are using J2534, some are using PDU, some are using a proprietary interface •Adopting a universal interface means agreeing on an industry direction. If each OEM has their own standard, there is no universal standard •The transition from a proprietary pass-thru interface to a universal interface does not mean all OEM software has to be re written.

J2534 vs other PassThru Standards

•J2534 was originally co-developed by the OEMs, SAE, EPA, and CARB •While not perfect, every OEM and many suppliers have a lot of interest in it’s success, and over 12 companies make J2534 devices.

•Regardless of what happens with other PT standards, EPA and CARB likely will still require J2534 for reprogramming •There is a path for adding OEM-specific proprietary details thru J2534-2 to support future technology •If you are going to pick “one standard”, it is the best platform because of it’s maturity, implementation by all OEMs, upcoming compliance tests, and capabilities for expansion thru J2534-2.

The future beyond PassThru

•Someday when the car connects direct to the PC (or internet), the same software model works without a pass-thru device.

•In the future, perhaps technicians can plug their laptop directly into the car, buy the short term subscription, and get complete diagnostics without any pass-thru hardware.

•There are many automakers considering Ethernet for future vehicles. •Some of the proposed Ethernet vehicle technologies still require a pass-thru device, but others may not.

•If the version of Ethernet they adopt allows connection to the vehicle without pass-thru, a direct connection may be possible.

•Until that day of a direct connection, OEMs and Suppliers need to work together to ensure interoperability

Other Alternatives

•In order for aftermarket scantool companies to remain viable, OEMs need to release all of their scantool data to ETI, but it has to be 100% complete •Even doing so is not enough.

•OEMs also need to support “all module” flashing and SDRM functions in their J2534 application •Without both, technicians are still going to need the OEM scantool.

Summary

•Right now a real problem is growing in the aftermarket •OEMs need to strongly consider two options •Make full diagnostics available thru universal pass-thru such as J2534 •Give ETI full scantool data and increase their J2534 applications to support SDRM and all module programming •Many argue that a good solution encompasses both