It's not just autonomous cars of the future that need security—today's do too
last summer that it will likely take at least a decade for AVs to dominate America’s roads.
And while those connected capabilities provide almost magical convenience and improve physical safety when they work as intended, it is also well known that too much of the code is vulnerable to tampering – as in remote hacking. The kind of thing Miller and Valasek did four years ago, when there were perhaps only a measly 80 million or so lines of code in vehicles.
And given that a majority of the existing fleet is probably more than four years old, many of them were not designed for remote, or over-the-air , patching. So he recommends the same thing he does to non-automotive clients. “Perform an assessment of your ‘portfolio,’ including identifying and ranking the potential risk areas,” he said.
But again, that kind of security does not exist today. Oka, who with Synopsys colleague Rikke Kuipers will be presenting a talk on improving fuzz testing of infotainment systems and telematics units using agent instrumentation at thein June, said securing vehicles involves complexities beyond those of a standard small enterprise network.
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