JULY/AUGUST 2023 AFTERMARKET 11 www.aftermarketonline.net their own network of branded garages and bodyshops, have the whip hand. We’ve already seen how this plays out with diagnostic tools manufacturers, where many are forced to sign Non-Disclosure Agreements with different vehicle manufacturers. This restricts any form of constructive challenge or proper negotiation. It’s not a contract; it’s their way or the highway. “This segues into our second challenge, which is the growing number of barriers facing independent garages and bodyshops when they try to access vehicle data. Such access is enshrined in competition law, but this hasn’t stopped some manufacturers from doing their best to prevent aftermarket businesses from carrying out work. In some cases, this goes as far as the installation of physical blocking devices or requiring codes to allow a replacement part to be integrated into the vehicle, but this code is only available to the vehicle manufacturer’s authorised repairers. We must resist the seemingly intuitive urge to reduce the number of people with access to a system in order to maintain control – known in the cyber security space as ‘security by obscurity’. What the experts will tell you is that while systems shouldn’t be a free-for-all, verified access should be possible for all those who need it if the system is designed correctly.” Andy added: “We’re not suggesting that the independent aftermarket be given uncontrolled access to the vehicle or any intellectual property, but cybersecurity should not be used as a screen to block legitimate competition in the aftermarket. Otherwise, in parallel to the risks of weak Block Exemption regulations, we end up severely restricting consumer choice as much as the ability of garages and bodyshops to trade. We call this the right to connect, and it is a major issue for the aftermarket’s future.” Major concern The issue of cybersecurity is wider than just specific problems around the vehicle, as you might imagine. As for all other businesses, institutions and individuals, there are overall security weaknesses that must be considered. Laurence Abbott, Group Marketing and Technology Director at Autotech Group observed: “Cybersecurity threats have become a major concern for automotive businesses with several examples of high-profile cyber-attacks across the last 12 months which have caused significant operational and financial disruption. It is predicted that, by 2025, the cost of cybersecurity breaches will cost the world $10.5 trillion – with the financial impact on the global automotive industry reaching $24 billion. “Technology has transformed mobility; From software defined vehicles to the proliferation of connected vehicles – driving incredible advancements in areas such as safety, fuel efficiency, and entertainment, with the modern vehicle typically collect as much as 100 gigabytes of data per day and transmitting 36 gigabytes of data.” Now we get to one major why the VMs are so keen on securing the data being generated by vehicles: “Cargenerated data is considered highly lucrative, with expectations that databased services will provide billions in additional revenue for vehicle manufacturers. Unfortunately, as a consequence, it is making the industry an increasingly attractive target for cybercriminals. This puts independent garages in particular at greater risk, as they are less likely to have strong digital defences in place to mitigate the threat, reduce vulnerabilities and protect their reputation.” He continued: “The recent revised guidelines of the Motor Vehicle Agreements Block Exemption Order 2023, (MVBEO) which replaces the similar EU Motor Vehicle Block Exemption Regulation (MVBER) retained following the UK’s withdrawal from the EU, will ensure that aftermarket operators, including independent garages, continue to have access to vehicle-generated data necessary for repair and maintenance. But this access carries responsibility. “Without robust cybersecurity protection in place, aftermarket businesses could find themselves falling foul of insurance companies and facing liability if a vehicle is compromised, i.e. hacked, while on their premises.” “The automotive aftermarket is, at once, both at the forefront of technological innovation and wedded to old ways of working, which is leaving them vulnerable to cyberattacks. Layered on-top of the skills shortage, the lack of training and a failure to invest in technology, the threat of cyber-attack is one of the biggest risks facing the automotive industry today. Aftermarket businesses must engage in building their digital infrastructure to ensure their survival.” As Laurence explained, it is this that led to the creation of Autotech’s new division: “The shifting technology landscape in the automotive aftermarket is the driver for creating Autotech Connect. Our intention is to support the aftermarket understand the threats and opportunities created by software defined vehicles and connected cars through our partnerships with leading hardware, software, training and IT providers who have application knowledge from other industries, including government, banking, and healthcare.” He added: “We are aiming to deliver technology driven solutions that brings their expertise to the automotive aftermarket, delivered in a language suitable for the sector, in a bid to help them navigate the challenges.” Cybersecurity should not be used as a screen to block legitimate competition in the aftermarket ”
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