 API Access Blocked 2
kfz-tech.de/PSD6
In 'API Usage 1', only the relatively harmless aspects of API usage were mentioned. And even that is wrong, because, on the contrary, they do provide, albeit limited, protection against manufacturers' practices.
We were so naive that we could never really imagine what the term 'our data' meant.
So, to put it plainly: Using the API provided a relatively simple way to simply intercept the data sent from the car to the manufacturer. And it is precisely this possibility that VW has now made somewhat
more difficult by redirecting users via a web portal that requires registration.
Anyone interested can now also find out what data is transmitted to the plant. For people like us, who haven't had to deal with this kind of data transfer before, this is a little scary.
As if it were just the battery's SoC: There isn't enough space in this chapter to list all the data on vehicle status, the battery and charging, climate and comfort, driving and usage data, maintenance and
diagnostics, as well as location and movement data.
Please never commit a bank robbery using a software-based car. If all possible manufacturers investigate the matter, you won't stand a chance of remaining undetected. Imagine
that data like this is sent to the investigative authorities.
Perhaps you will support the idea that bank robbers are apprehended and convicted in this way. But what, then, still sets us apart, at least when it comes to our cars, from the Chinese,
who have installed cameras everywhere?
| A GPS data scandal in 2024 in which hackers obtained access credentials for over 800,000 VWs in
Europe, allowing them to obtain the vehicles' location data. |
Here's a second example, just off the top of my head: Can the jealous spouse use the data generated by the vehicle to prove adultery, or at least raise suspicion of it? Why isn't anyone doing anything about it?
Yes, the EU has responded, albeit weakly: The Data Act has been in effect since 2025, under which users of connected products have a legal right to the data generated by those products. In other words, the
data sovereignty belongs to the user, not solely to the manufacturer.
So VW needs to gain access and emphasizes this as well: “We are strengthening the foundation for a reliable and scalable charging data ecosystem," and they speak of a “more robust, standardized
architecture.” Strong words that, in essence, signal a retreat.
Charging Data provides information such as charge level, mileage, timestamps, access status, and vehicle status, while Charging Control enables smart home charging via third-party apps to
optimize energy consumption and costs.
Across Europe, ten charging data providers have reportedly already integrated the new interface. However, there is a petition against VW (Cariad) filed by the affected parties mentioned in the previous chapter.
They see their absolutely essential, rapid access at risk.
Apparently, the data is compiled into ZIP files and available as an email or an archive, making it harder for this user group to access; perhaps this is all part of a VW initiative—a
obstacle that makes the journey toward a more climate-friendly world a little more difficult.
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