Taken from a pdf found on AAIA's Website
Overall, the problem with the Canadian Automotive Service
Information Standard that was developed by Canadian vehicle manufacturers and
the National Automotive Trades Association is that while it appears to commit
the car companies to make information available, in reality it is a
loosely-worded document which is not legally enforceable and excludes areas of
information, software and tools that are currently the most problematic for
In addition, and of major concern over the long term, is the
fact that the agreement attempts to proclaim that all repair information is
proprietary and therefore provides full control of use of that information to
the vehicle manufacturer. The aftermarket believes that service information
used to repair cars is not proprietary and should be widely available to the
independent service industry. While we are agreeable to pay the car companies
for the distribution of the information, we are unwilling to concede that it is
proprietary since it is made widely available to franchised dealers and their
Other problems with the agreement include:
Failure to provide independent shops with the
ability to download the latest updates to operating systems known as flash
reprogramming. This is key to completing many repairs.
Failure to make available to independent shops
the ability to reinitialize vehicle immobilizer systems following a repair.
Since car companies are increasingly running many of their vehicle systems
through the same computer responsible for security, shops must have the ability
to initialize this computer after performing even the simplest of repairs.
No recourse to aftermarket shops regarding
price. Therefore, car companies could price aftermarket shops out of the market
for information and tools without any way for the aftermarket to take action.
Exclusion of all repair information that is provided to dealers over hotlines.
Much of this information is critical to independents obtaining the latest
repair and diagnostic updates needed to provide effective repairs. Many of
these might be safety related.
Exclusion of all vehicle specific information.
Much of the repair data is now becoming VIN specific including programming and
re-initialization information. Without knowing the specific repair data
applicable to a vehicle as identified by the VIN, a shop will find it difficult
to fully repair many late-model vehicles.
Fails to provide access to information that
comes off of a vehicle wirelessly through telematic systems. This information
is currently directed to the new car dealer, providing them with a substantial
competitive advantage in capturing post warranty customers and in maximizing
the efficiencies of their service bays.
Absence of any fine or penalty for a car company
failing to meet its commitment under the agreement. In addition, there are
extensive provisions that make it simple for a manufacturer to opt out of the
agreement. Further, the agreement becomes null and void if legislation is
enacted regarding service information availability.
Absence of any independent arbiter to decide
whether the car companies are meeting their end of the agreement. Under the
terms of the agreement, a shop is forced to rely on a committee that is evenly
comprised of the car companies and aftermarket to determine if a specific piece
of information or tool should be made available.
The bottom line is that this agreement provides little of
reassurance to independent shops that car companies will ensure availability of
all of the service information, tools and software needed to repair late-model
computer-controlled vehicles. This is just the latest example of how the car
companies continue to avoid coming up with a real solution to the service
information and tool issue both here and in Canada