The 2025 EDR Summit Presentations by Collision Publishing

Proceedings of the 2025 edr user’s summit

the collected, distributable materials from the 2025 EDR user’s summit

The 2025 User’s SummitTM Presentations • The 2025 EDR User’s SummitTM is in the books and we know everyone’s eager to get their copies of the presentations and that’s what this special issue contains. You can download a copy of this 950+ page issue in PDF format and save it to your computer. • It is, however, protected to protect the work of the authors. Please understand that slides with videos don’t work well in PDF and several authors wanted to protect their proprietary video work so videos have been removed. • Now, we start making plans for the 2026 EDR user’s Summit. At this point, we’re planning for late February 2026, likely returning to the Sheraton in Houston (we’re actively working with the hotel on dates for 2026). • Potential speakers have already been lining up. Additional announcements will be made later and we’ll be opening opportunities up to other speakers. Representative subjects and new research will always, of course, be welcome.

March 10-12, 2025

2025 User’s SummitTM Presentations Index • Bosch CDR Tool update

• SAE Committee update on the status of 49CFR563 p42 • Artificial Intelligence “101”

p100

• Access and Retrieval of Rivian EDR Data p119

March 10-12, 2025

• Data from Airbag Modules Recovered from Car Fires P195 • Analysis of the application of "nonstandard" data retrieval tools P254 • Delta V from Speed Data

P397

• Time & Dist Analysis using Pre-Crash data relative to Time Zero P503

2025 User’s SummitTM Presentations Index • Nondestructive Data Retrieval From Damaged Modules P612 • How AI will play a role in cars, crash investigation and data analysis P675 • Pedestrian Data from Pedestrian P697 Event Systems

March 10-12, 2025

• PI and expert witness licensing considerations with an eye on EDR data retrieval P802 • Hyundai – Kia Update

P51

• Tesla Considerations

P907

March 10-12, 2025

CDR - PAST, PRESENT & FUTURE MAR 11, 2025

Agenda

1.Introduction 2.What’s New since the 2024 EDR User’s Summit? 3.Product Updates in 2024 4.What’s Coming Automotive Service Solutions | MA-AS/PAD-PRM2 | 2025-03-11 © 2025 Bosch Automotive Service Solutions Inc. and affiliates. All rights reserved.

CDR – Past, Present & Future Introduction  Bill Rose and Adam Kilanowski  Bosch Automotive Service Solutions  Bill: Global Product Manager responsible for the CDR Tool (worldwide) ‒ Located in Central Coast, California

Bosch Automotive Service Solutions Inc. - Owatonna, Minnesota, USA

 Adam: Technical Specialist / Content Manager ‒ Located in Owatonna, Minnesota

 Managed product and development since 2005  Then only 2 OEMs  To date, CDR Tool now supports 25 OEMs (worldwide)

 Engineering based out of Owatonna Minnesota and Bangalore India. Bosch Global Software Technologies Private Limited Bangalore, India

CDR – Past, Present & Future What’s New since the 2024 Presentation  Continued to add new vehicle support to CDR2 application worldwide

 v23.4 release, Dec 2023  v23.4 patch1 - Jan 2024  v23.4 patch2 - Mar 2024

 v24.0 release, Mar 2024

 Started migrating CANplus module support to CDR 900

‒ v24.0 patch1 - Apr 2024 ‒ v24.0 patch2 - Jun 2024

 Bosch posted 13 releases (4 major and 9 patches) in 2024

 v24.1 release - Jul 2024 ‒ 24.1 patch1 - July 2024 ‒ 24.1 patch2 - Aug 2024

 v24.2 release, Oct 2024

 Released 13 new CDR cables

‒ 24.2 patch1 – Oct 2024

 v24.3 release, December 2024 ‒ 24.3 patch2 - Mar 2025

CDR – Past, Present & Future CDR Product Updates – Release Numbering Correction  Bosch changed the version numbering strategy of CDR software releases (starting in 2024)  Major revision reflects the year, the second revision is the number or releases for the year starting with ‘0’  Starting in 2024, CDR & CDR2 versions are determined by the following MV.VN.RRR:  The major version is the Year [MV]  The minor version [VN] is the count for the year, starting at 0 for the first release of the year  Patch revision [RRR] is the number build revisions of the software

 The word “Patch” was added to track the number of patches for the CDR versions posted on the website (i.e., CDR24.3.648Setup_Patch2.zip is a patch release for 24.3) 5

25.0.000 2025 year

Number of build Version No. revisions for 2025, starts with 0

CDR – Past, Present & Future CDR Product Updates  CANplus to CDR 900 migration  CDR CANplus can no longer be manufactured due to part shortages  The last of the CANplus modules were delivered early 2024 (no more available, due to end-of-life components)  CDR 900 is the main CDR interface  Bosch has migrated CANplus coverage to CDR 900 throughout 2024

CDR – Past, Present & Future Migration to CDR 900  CDR 24.1  FCA: Chrysler, Dodge, Jeep, SRT and RAM  Starting with MY2010 to current MY

 FCA: Alfa Romeo  Starting MY2015 through current MY

 FCA: Fiat

 CDR 24.2

 CDR 24.3

 FCA: Dodge & Lancia, pedestrian protection module (Europe) 2012 – 2017

 Nissan/Infiniti

 Starting MY2011 through current MY

 FCA: Lancia  Starting MY2012 through current MY

 Ford/Lincoln:  2009 through 2025

 Volkswagen (rebadged FCA mini van)  MY2010 ~ 2014 Routan 7

 Starting from MY 2021 through current MY

CDR – Past, Present & Future CDR Product Updates  CDR Cables released and available in 2024

Part Number

Description

Application

1699200984

Cable ID851, CDR Stellantis Driver Cam

Driver Camera Module cable for 2022+ Jeep Grand Cherokee, Grand Wagoneer, Wagoneer, 2025+ Dodge RAM 1500 vehicles

1699504347

Cable ID863, CDR Mazda ACM

ACM cable for AC2023 Mazda vehicles

1699503924

Cable ID860, CDR, BMW ACM

ACM cable for 2021+ BMW/MINI/Rolls-Royce vehicles equipped with ACM6

1699504348

Cable ID864, CDR, VWG ACM

ACM cable for 2023+ Audi vehicles

1699504297

Cable ID861, CDR VWG ACM

ACM cable for 2021+ Audi, Volkswagen vehicles

1699505288

Cable ID871, CDR Stellantis ACM

ACM cable for 2025+ RAM 1500 vehicles

1699504807

Cable, ID867, CDR Ford ACM

ACM cable for 2023+ Ford vehicles

1699504349

Cable ID856, CDR, GM, FCM1

Forward camera module cable for 2019+ GM vehicles

1699504350

Cable ID855, CDR, GM, ASCM 4

Active Safety Module for 2022+ GM vehicles

1699504809

Cable ID869, Volvo/Polestar ACM

ACM cable for 2024+ Volvo and Polestar vehicles

CDR – Past, Present & Future Notable Changes - 23.4 patch 1, Jan 2024  Cadillac, 2021 Escalade, FCM

 RAM, 2024 Promaster  Address a reported issue where data from Throttle Position in the Pre-Crash Graph does not match the data in the Pre-Crash table data.

 Mercedes-Benz, 2023 S Class  Added missing data elements in CDR report

 Mercedes-Benz, 2024 CLE

 General Motors, FCM

 Mazda, 2024 CX-90  Addressed an issue when performing a direct to module downloads with the CDR 900  Addressed an unsupported part number 9

 Chevrolet, 2024 Traverse  Addressed a download error

 Added missing VIN support

 Ford, 2024 F150

 Addressed an issue when the image export button is displayed for a system that does not record images and causes an error stating “no images to be saved”

 Fixed and issue when downloading an ASCM system downloads the FCM system instead

 BMW  ASCM6 EDID list 13 Specification updates and addressed data translation issues

CDR – Past, Present & Future Notable Changes  23.4 patch 1, Jan 2024 (con’t)

 23.4 patch 2, Mar 2024  EU market only - GM TVV (Type, Version, Variant)

 BMW  ASCM6 EDID list 13 Specification updates and addressed data translation issues

 Ford

 Added the following NA market vehicle coverage

‒ 2023 Expedition, addressed an issue when displaying Time from event 1 to 2 data element

 2025 MY Ford Bronco Sport, F-150, F-150 Lightning, F-250, 350, 450 & 550, 600 Super Duty, Maverick, and Mustang  2025 MY Lincoln Corsair and Nautilus

‒ Fixed an issue connecting to the internet via CDR application when retrieving TVV

‒ Fixed a download issue (part number not supported) on a 2024 Explorer Interceptor

 Acura ‒ Added support for MY2025 ADX to the help file

CDR – Past, Present & Future Notable Changes  VW Group Vehicles (Audi, Bentley, Lamborghini, Porsche, SKODA and Volkswagen)

 v24.0 release, Mar 2024  Added support for NA market  RAM (North America)

‒ Updated data limitations on various systems for EU and rest of world

‒ Added 2025 MY RAM 1500

 Subaru (Various including NA) ‒ 2025 MY BRZ, Crosstrek, Forester, Impreza, and Outback ‒ 2026 MY Crosstrek and Impreza

 Updated CDR 900 firmware, users should have updated their CDR 900s after installation of 24.0

 Volvo (Various Markets including NA) ‒ 2024 MY EX30 for Europe and China markets (CDR2)

 GM

 Updated minimum system requirements for installing and running the CDR software

‒ Added support for 2 new SDM-50 variants for MY 2023 ~ 2024 vehicles 11

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.0 release, Mar 2024 (con’t)

 v24.0 patch 1, April 2024

 BMW

 CDR v24.0 included new software for the CDR 900 to address the following issues:

 Fixed a "Collect Data Failed! Bad or no response to for DID FA18.." error during an OBD download on 2019 and newer BMW ACSM6 ECUs  The error was caused by delays in responses from the ECU when requesting EDR data through the vehicle’s gateway  If all 6 events are recorded, the download can take up to 17 minutes to retrieve all events; a popup screen was added to inform the user of the 17 minute download time prior to starting the download.

 Bosch received complaints that the CDR tool was failing downloads when directly connecting to the module (D2M downloads)  It was discovered that a software component responsible for switching power to the ECU for D2M downloads was not ‘linked’ to the VCI firmware during the update process  After installing the patch (CDR v24.0.550), users should have updated their CDR 900 software

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.0.1 patch 2, June 2024  Addressed the following issues:  Fixed an issue where various data elements and CDR report sections were missing for a MY2021 Lamborghini, Audi and Bentley vehicles  Corrected some Honda/Acura ECU location text in the help file

 For Honda / Acura EDR, changed enumeration for data elements "Cruise Control System" & "Adaptive Cruise Control System" from "On but Nonengaged“ to "On but Not-engaged".  Addressed an issue where CDR 900 was not able to download from a 2017 Chevrolet Tahoe  Added the following NA market support  Honda/Acura

 Added missing VIN support for MY2024 Chevrolet Colorado

‒ Added support for 2025 MY Integra, MDX, and ZDX ‒ Added support for 2025 MY CR-V, Pilot, and Prologue

 Polestar  For GM SDM50 systems, added missing Supplemental Event Records 13

‒ Added support for 2024 MY Polestar 3

 Volvo ‒ Added support for 2024 MY EX90

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.1 release, July 2024  Added support for 2 new OEMs (JLR and Renault) and 7 more brands: ‒ CUPRA - VWG (EU & China markets)

 Added new coverage for North America market for supported OEM vehicles from MY2021 to 2026  Freightliner (North America Market)

‒ Dacia – Renault (EU market)

‒ MY2024 ~ 2025 Sprinter

‒ Jaguar / Landrover - JLR (China market) ‒ Mobilize – Renault (EU market)

 General Motors (North America Market)

‒ Renault (EU market)

‒ MY2025 Trailblazer and Trax and MY2024 Buick Envista

‒ SEAT – VWG (EU & China markets)

 Added CANplus back-model coverage to CDR 900 for Stellantis and Volkswagen vehicles

 Added support for 2 new General Motors Forward Camera Modules

 Honda Acura (North American Markets) ‒ MY2024 Honda WR-V, MY2025 Accord, Ridgeline, Odyssey, and Passport and MY2025 Acura TLX and RDX

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Pagani

 v24.1 release, July 2024 (con’t)  Added support for…

‒ MY2018 ~ 2023 Huayra ‒ MY2023 Utopia

 Mercedes-Benz ‒ MY2025 S-Class, C-Class, EQS, EQE, SL, AMG GT, EQE SUV, EQS SUV, GLC, EClass, CLE, CLA, AMG GT 43/53/63, GWagon, GLA, EQA, A-Class, CLA, GLE, Sprinter, Vito, und V-Class

 Mazda ‒ MY2024 CX-60, CX-80, MX-30 ‒ MY2025 CX-30, CX-50, Mazda3

 BMW

 Nissan / Infiniti ‒ MY2024 Nissan AD, Altima, Ariya, Armada, Frontier, Juke, KICKS, Murano, NV200, NV350, Pathfinder, Rogue, Sentra, Titan, Versa, X-Trail, and Z

 Corrected steering polarity and updated data limitations on ASCM4i, ACSM5 and ACSM6 systems

‒ MY2024 Infiniti Q50, QX50, QX55, QX60, and QX80 15

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Subaru:

 v24.1 release, July 2024 (con’t)  Volkswagen Group:  Updated data limitations files for various ECUs  For 2021 Bentley Continental, fixed an "Error 9: script out of range error" when imaging a Bentley vehicle  For 2018 Audi A6 help file. corrected CDR cable usage from ID 826 to use 804 cable w/o CDR500

 Added support for missing data elements in the CDR report for some late model Subaru coverage  Updated data limitations for various Subaru vehicles  Added “HEV communication error” in CDR report  Changed decimal precision for Longitudinal and Lateral Acceleration data elements

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.1 release, July 2024 (con’t)

 Added support for the following vehicles:

 Addressed the following issues

 BMW/MINI and Rolls-Royce, added the following vehicle coverage (Various markets)

 GM: added missing VIN support for MY2023 Chevrolet Corvette  BMW: fixed BMW VIN support (BMW, MINI and Rolls-Royce) for various MY2021~MY2025 vehicles equipped with ACSM5 and ACSM6 airbag control modules  Nissan/Infiniti: for MY2025 and newer Nissan & Infinity vehicles for US market, added the following -20 to 0 second precrash data elements: ‒ Speed, vehicle indicated

MY2025 Mini Convertible, Hardtop, and Countryman

‒

MY2024 Rolls-Royce Cullinan, Ghost, Phantom, and Spectre

‒

MY2025 Rolls-Royce Cullinan, Ghost, Phantom, and Spectre

‒

MY2025 BMW 1, 2, 3, 4, 5, 7, and 8 Series, i3, i4, i5, i7, iX, X1, X2, X3, X4, X5, X6, X7, XM , and Z4

 Chrysler, Dodge and Jeep vehicles, added VIN for the following

‒ Accelerator pedal, %full

‒

MY2025 Chrysler & RAM Pacifica/Voyager/Grand Caravan

‒ Service brake, on/off

‒

MY2025 RAM 1500 & RAM 1500-3500 ProMaster (including BEV) MY2025 RAM 3500 ProMaster BEV

‒

MY2024 & 2025 Dodge Durango

‒

MY2025 Jeep Compass

‒ Engine RPM ‒ Steering input

‒

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Mitsubishi (con’t)

 v24.1 release, July 2024 (con’t)

 MY2024 Mitsubishi Delica Mini, eK Wagon, eK Space, L200, Outlander, Outlander PHEV, and Triton

 Mitsubishi, added the following vehicle coverage (Various markets)  MY2020 Mitsubishi eK Wagon and eK Space

 MY2025 Mitsubishi Delica Mini, eK Wagon, eK Space, L200, Minicab MiEV, Outlander, Outlander PHEV, and Triton

 MY2021 Mitsubishi eK Wagon and eK Space  MY2022 Mitsubishi eK Wagon and eK Space

 Nissan/Infiniti  Added support for MY2025 Infiniti QX55 (supported in CDR2 application)

 MY2023 Mitsubishi Delica Mini, eK Wagon, eK Space, Outlander PHEV 18

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.1 patch 2, Aug 2024

 Content / System Changes ‒ For 2020 and newer Jeep Compass vehicles, added a delay during powering an ACM during a direct to module download.

 Addressed the CDR2 application issue  Fixed an issue with the CDR2 application which occurs on some Windows platforms causing errors (such as Could Not Start Diagnostic Engine and Error while generating a report) when opening a CDRnx file or doing downloads.

‒ Added missing VIN support for MY2018 Holden Equinox ‒ For GM Active Safety Systems, added support for various module IDs. ‒ Added missing VIN support for 2018 BMW 3 series ‒ Changed ACM module support for 2021 BMW X3 M Competition from an ACSM4i to ACSM5

 Content / System Changes  Addressed several issues with CANplus-to-CDR 900 migration support for Chrysler/Dodge/Jeep/RAM systems.  Added a pop-up window for GM FCM downloads in the case when there are no available images to save

 Added new vehicle support for the following Stellantis vehicles: ‒ MY2025 Alfa Romeo Giulia, Stelvio and Tonale ‒ MY2025 Jeep Grand Cherokee ‒ MY2024 Jeep Wagoneer S ‒ MY2024 Dodge Hornet and Charger

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Added new CANplus back-model coverage for CDR 900

 Honda/Acura: MY2026 rebadged GM vehicles, Acura ZDX and Honda Prologue (modules include SDM-50 and OCS)

‒ Ford (2009 through 2025) and Chrysler PPM (EU) module support for Lancia and Dodge (MY2012 through 2017)

 Added the following NA market coverage

 v24.2 release, Oct 2024

 Ford/Lincoln (NA Market) ‒ 2025 MY Ford Econoline, Explorer, F-650, and F750

 Newly added support:  Ford: EU/NA market, MY2025 vehicles

‒ 2025 MY Lincoln Aviator

 General Motors: MY2026 vehicles and FCM module support for MY2024 through 2025 vehicles

 General Motors (NA Market) ‒ Added 2026 MY AVGM Origin AV ‒ Added 2026 MY Brightdrop ZEVO ‒ Added 2026 MY Buick Electra E5, Enclave, Encore GX, Envision, and Envista

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Added International trucks: 2019 - 2026 MY International CV Series

 v24.2 release, Oct 2024  Added the following NA market vehicle coverage (con’t)

 Honda/Acura (NA Market)

 GM: Added 2026 MY ‒ Cadillac Celestiq, CT4, CT5, Escalade, Escalade IQ, Escalade IQ, ESV, LYRIQ, OPTIQ, VISTIQ, XT4, and XT5

 Added 2026 MY Acura ZDX  Added 2026 MY Honda Prologue

‒ Added 2026 MY Chevrolet Blazer EV, Bolt EUV, Colorado, Corvette, Equinox, Equinox EV, Express, Silverado, Suburban Limited, Tahoe, Trailblazer, Traverse, and TRAX ‒ Added 2026 MY GMC Acadia, Canyon, Hummer EV, Savana, Sierra, Sierra EV, Sierra HD, Terrain, and Yukon

CDR – Past, Present & Future CDR Product Updates – Notable Changes  Added the following vehicle support

 v24.2 release, Oct 2024 (con’t)

 2024 - 2025 BMW vehicle support

 Added new General Motors Forward Camera Module  2025 MY Buick Electra E5  2025 MY Cadillac Celestiq, CT5, Escalade, Escalade IQ, LYRIQ, and OPTIQ  2025 MY Chevrolet Blazer EV, Colorado, Corvette, Equinox EV, Silverado, Suburban, and Tahoe  2025 MY GMC Canyon, Sierra, Sierra EV, and Yukon  2024 MY Buick Electra E5  2024 MY Cadillac Celestiq and LYRIQ  2024 MY Chevrolet Blazer EV, Colorado, Corvette, and Equinox EV  2024 MY GMC Canyon 22

‒ 2024 m2 Series Active Tourer, 5 Series, 7 Series, i5, i7, iX, X5, X6, X7 and XM ‒ 2025 1 Series, 2 Series Active Tourer, 2 Series Gran Coupe, 5 Series, 7 Series, i5, i7, iX, X3, X5, X6 and X7, XM

 2024~ 2025 MINI vehicle support ‒ Aceman, Convertible, Countryman, Hardtop ‒ 2024~2025 Rolls-Royce: Spectre

 2025 Oshkosh: NGDV

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.2 release, Oct 2024 (con’t)  Addressed the following issues ‒ Legacy CDR: error opening a BMW CDR file from an ACSM6, after the file was saved by the user ‒ Legacy CDR: VW60, Pre-Crash time column reporting "0.0" sec for all time stamps ‒ Legacy CDR: VWG vehicles, do not display EDIDs 441 and 442 in the CDR report for EDID list v0005 and v0008 ‒ Legacy CDR: BMW i4 (ASCM6), cannot save a CDR file after being downloaded, CDR displays Error Line: 706 Disk Error -- Error number: 6 Overflow ‒ Ford RC8C: Events are not recorded 24.2 ‒ BMW: when downloading ACM6 ECUs, error “Software ID is not supported: BMW 13” ‒ VW Group: VW60, displaying the incorrect Data Limitations ‒ Ford: added 2025 Bronco VIN Support ‒ BMW: fixed 2025 X5 ACM not supported ‒ GM FCM B: (Sys Ref 1003), added a new controller ID ‒ VW Group: fixed an issue in VW60 CDR report displaying (Invalid, Unknown EDID) ‒ GM ASCM: (sys ref #1013), added new controller IDs ‒ Ford: 2024 F-150 XLT displaying that the vehicle is not supported message 23

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 release, Dec 2024  Updated MY coverage for Lucid Air for US and added support for Air vehicles in EU

 For CDR2, added EDR readout support for GM’s Occupant Classification Sensor (OCS) on supported brands since 2020 (automated occupant detection system) 

OCS is OBD Download only, will be direct to module when the cable becomes available

 New GM Active Safety Systems added:  1 new FCM system were added  2 new ASCM systems were added  Updated help file for the following vehicles with ASM/FCM support:  Added Front Camera support for: 2024 - 2025 MY Cadillac XT4  Added ASCM Support for: 2025 - 2026 MY Chevrolet Silverado, 2025 MY GMC Hummer EV and 2025 2026 MY GMC Sierra  ASCM support was also added to 2024 - 2026 Acura ZDX vehicles which utilizes GM’s platform 24

CDR – Past, Present & Future GM Vehicles that support OCS EDR data  2020 MY Cadillac CT4 and CT52020 MY Chevrolet Corvette  2021 MY Buick Envision

 2024 MY Chevrolet Blazer EV, Colorado, Corvette, Equinox EV, Silverado, Suburban, Traverse, and Tahoe

 2021 MY Cadillac CT4, CT5, and Escalade

 2024 MY GMC Acadia, Canyon, Hummer EV, Sierra, and Yukon

 2021 MY Chevrolet Corvette, Suburban, and Tahoe

 2025 MY Buick Enclave, Envision, and Electra E5

 2021 MY GMC Yukon2022 MY Buick Envision

 2025 MY Cadillac CT4, CT5, CELESTIQ, LYRIQ, XT4, Escalade, Escalade IQ, VISTIQ, OPTIQ, and XT5

 2022 MY Cadillac CT4, CT5, and Escalade  2022 MY Chevrolet Corvette, Silverado, Suburban, and Tahoe  2022 MY GMC Hummer EV, Sierra, and Yukon

 2025 MY Chevrolet Blazer EV, Colorado, Corvette, Equinox, Equinox EV, Silverado, Suburban, Traverse, and Tahoe

 2023 MY Buick Envision

 2025 MY GMC Acadia, Canyon, Hummer EV, Sierra, Terrain, and Yukon

 2023 MY Cadillac CT4, CT5, LYRIQ, and Escalade

 2026 MY Buick Enclave, Envision, and Electra E5

 2023 MY Chevrolet Colorado, Corvette, Silverado, Suburban, and  2026 MY Cadillac CT4, CT5, CELESTIQ, LYRIQ, XT4, Escalade, Escalade IQ, VISTIQ, OPTIQ, and XT5 Tahoe  2024 MY Buick Envision

 2026 MY Chevrolet Blazer EV, Bolt EUV, Colorado, Corvette, Equinox, Equinox EV, Silverado, Suburban, Traverse, and Tahoe

 2024 MY Cadillac CT4, CT5, CELESTIQ, LYRIQ, XT4, and Escalade

 2026 MY GMC Acadia, Canyon, Hummer EV, Sierra, Terrain, and Yukon

 2023 MY GMC Canyon, Hummer EV, Sierra, and Yukon

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 release, Dec 2024 (con’t)

 Ferrari

 Migration of Nissan/Infiniti vehicles from CANplus to CDR 900  Added the following NA market coverage  Ford ‒ 2025 MY Ford Bronco Sport, F-150, F-150 Lightning, F-250, 350, 450 & 550, 600 Super Duty, Maverick, and Mustang



2024 MY Ferrari 12Cilindri and 12Cilindri Spider



2025 MY Ferrari 12Cilindri, 12Cilindri Spider, 296 GTB, 296 GTS, 812 Competizione, 812 GTS, F8 Tributo, F8 Tributo Spider, Portofino M, Purosangue, Roma, Roma Spider, SF90 Spider, SF90 Stradale, SF90 XX Spider, and SF90 XX Stradale

 Honda/Acura 

MY2026 Honda Fit, Jazz, Passport & Civic



MY2025 Honda Civic

 Lucid (US/CA & Europe Market)

‒ 2025 MY Lincoln Corsair and Nautilus



MY 2022 - 2025 Lucid Air for US market

‒ 2025 MY Ford Econoline, Explorer, F-650, and F7501 new FCM system were added



MY 2025 Lucid Air for Europe market

‒ 2025 MY Lincoln Aviator 26

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 release, Dec 2024 (con’t)

 Ferrari



2024 MY Ferrari 12Cilindri and 12Cilindri Spider



 Honda/Acura 

MY2026 Honda Fit, Jazz, Passport & Civic



MY2025 Honda Civic

 Lucid (US/CA & Europe Market)

‒ 2025 MY Lincoln Corsair and Nautilus



MY 2022 - 2025 Lucid Air for US market

‒ 2025 MY Ford Econoline, Explorer, F-650, and F7501 new FCM system were added



MY 2025 Lucid Air for Europe market

‒ 2025 MY Lincoln Aviator 27

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 release, Dec 2024 (continued)  Mitsubishi  Added MY 2023 - 2025 Mitsubishi Eclipse Cross, Eclipse Cross PHEV, and Xpander  Added MY 2022 - 2025 Mitsubishi Delica D:5

 Nissan/Infiniti  MY 2022 Infiniti QX60  MY 2023 Nissan Sakua, Serena, Sylphy, and X-Trail  MY 2024 Nissan Dayz, Qashqai, Roox, Sakura, Serena, Sylphy, and Titan XD  MY 2025 Nissan Armada, Kicks, Z, Murano, Sylphy, and Leaf  MY 2025 Infiniti QX80 28

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 patch 1, Feb 2024  Addressed the following issues  BMW: Corrected steering input polarity for ACSM4i systems  Chevrolet: 2024 Traverse Limited: added unsupported VIN and corrected cable ID  Cadillac: 2021 Escalade and 2024 Chevrolet Traverse, FCMs: fixed error 13 displayed when exporting images from FCM CDR files.

 Toyota, 2024 Tacoma: addressed an issue where some Toyota CDR reports do not display all the recorded events ‒ IMPORTANT: if this issue is encountered, users will need to re-download the EDR data from the ECU

 RAM, 2024 Promaster: address a reported issue where data from Throttle Position in the Pre-Crash Graph does not match the data in the Pre-Crash table data

 Ford, 2017 Transit: addressed an issue with CDR 900 downloads where events are not displayed in the report but are displayed in CANplus report 29

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 patch 1, Feb 2024 (con’t)  Addressed the following issues  BMW: Corrected steering input polarity for ACSM4i systems  Chevrolet: 2024 Traverse Limited: added unsupported VIN and corrected cable ID  Cadillac: 2021 Escalade and 2024 Chevrolet Traverse, FCMs: fixed error 13 displayed when exporting images from FCM CDR files.  Ford, 2017 Transit: addressed an issue with CDR 900 downloads where events are not displayed in the report but are displayed in CANplus report 30

 RAM, 2024 Promaster: address a reported issue where data from Throttle Position in the Pre-Crash Graph does not match the data in the Pre-Crash table data

 Mercedes-Benz, 2024 CLE: added missing VIN support

CDR – Past, Present & Future CDR Product Updates – Notable Changes  v24.3 patch 1, Feb 2024 (con’t)

 GM

 Addressed the following issues  Mazda, 2024 CX-90: addressed an issue when performing a direct to module downloads with the CDR 900  Ford, 2024 F150: addressed an unsupported part number  Mercedes-Benz, 2023 S Class: added missing data elements in CDR report BMW: ASCM6 EDID list 13 Specification updates and addressed data translation issues  Acura: added support for MY2025 ADX to the help file 31

 Cadillac, 2021 Escalade, FCM: addressed an issue when the image export button is displayed for a system that does not record images and causes an error stating “no images to be saved”  Chevrolet, 2024 Traverse: addressed a download error  FCM: fixed and issue when downloading an ASCM system downloads the FCM system instead  EU market only - GM TVV: fixed an issue connecting to the internet via CDR application when retrieving TVV

 Ford  2023 Expedition, addressed an issue when displaying Time from event 1 to 2 data element  Fixed a download issue (part number not supported) on a 2024 Explorer Interceptor

CDR – Past, Present & Future What’s Coming – CDR2 & Legacy Integration  CDR 25.0 (planned April release) notable changes coming:  In 25.0 release (April) , CDR software activation will be done in one place, within the CDR2 application ‒ Currently activation is done one for the legacy program and then separately for the CDR2 program t ‒ The change will make for one activation effective for both

 The CDR Legacy application log file location is changed to C:\ProgramData\Bosch\CrashDataRetrieval\logs

CDR – Past, Present & Future What’s Coming – CDR2 & Legacy Integration  CDR 25.1 (planned August release) notable changes coming:  Integration of CDR help file information into the new CDR2 application will begin and will be an iterative process, users will see the older CDR help file becoming being migrated to CDR2  All CDR2 supported vehicles will be called out in the CDR2 application and no longer in the CDR legacy application help file ‒ Example of Oshkosh coverage starting in 25.1:

CDR – Past, Present & Future What’s Coming – New CDR Cables  The following CDR (9) cables are planned for release in 2025, starting end of 2Q/2025 through end of year  ID865, CDR Toyota ACM 11  ID870, GM ASCM 5 (HC)  ID881, CDR GM AOS (OCS system)  ID871, CDR Stellantis ACM  ID882, CDR Volvo ACM (SPA3)  ID883, CDR Stellantis ACM  ID885, CDR Stellantis JT/JL  ID884, CDR Lucid ACM (Gravity)  ID886, CDR BMW ACM

CDR – Past, Present & Future What’s Coming – CANplus to CDR 900  Bosch can no longer manufacture CANplus modules since 3Q 2023 due to end-of-life electronic components  Work is in progress to migrate select OEM and Vehicle Coverage to CDR 900 starting with MY2010 and newer vehicles  To date, the following systems have been released in 2024:  FCA, Ford and Nissan systems

 Planned for 2025 is  Mazda systems  GM SDM10 – SDM40 systems

 Migration of CANplus to CDR 900 completion is planned for end of year, 2025 35

CDR – Past, Present & Future What’s Coming – “One-CDR” Project  Second phase of the CDR2 application development is to integrate the Legacy CDR application with CDR2  CDR legacy will be running as a service to the CDR2 (SaaS)  This allows the user to launch only one CDR application and when the use of the legacy software is required, CDR2 will call CDR legacy software services to tightly integrate both applications

 Converge content of the CDR Help File’s “Vehicle and Cable Lookup” data directly into the CDR2 software application  Project has started and the plan is to finish in 2026

CDR – Past, Present & Future CDR2 Refresher Slides  Released July 13, 2023 in CDR v23.3  Bundled release, includes CDR (Legacy) and CDR2 (NextGen)  CDR2 application is a brand-new application  new user interface  vehicles year/make/model selection  vehicle information stored in the CDR report

 Utilizes the CDR 900 and CDR 500 (FlexRay adapter)  CDR legacy app is used to determine CDR2 application support, simply click on CDR2 and the app will open  Initial vehicles supported in CDR2:  US market: ‒ 2024 Mazda CX-30, CX-5, CX-50, CX-70, Mazda3 and MX-5 ‒ 2023~2024 Mercedes ADAS system on certain EQS and S-Class vehicles 37

CDR – Past, Present & Future CDR NextGen Software Launch CDR Legacy application

Vehicle requires CDR2 Click CDR2

CDR – Past, Present & Future CDR NextGen Software CDR2 landing page is launched Select year, make and model, then enter the VIN Enter case info and comments

CDR – Past, Present & Future CDR NextGen Software Click a module to download

CDR tool starts the download, runs 3 passes and saves the file as a .CDRnx file extension utilizing the same naming convention as legacy CDR

Bosch CDR DLC Tool Kit

The Bosch CDR DLC Tool Kit contains all hardware required to perform a DLC/OBD retrieval of EDR data supported by the Bosch CDR 900 VCI as stated in the Bosch CDR Help File. This package also includes a 1-year Bosch CDR software license. The Bosch CDR DLC Tool Kit currently supports the largest number of vehicle manufacturers in North America.

March 10-12, 2025

SAE Committee update on the status of 49CFR563 & other related EDR James Bielenda – SAE EDR Committee Chairperson

March 10-12, 2025

James Bielenda • BSEE University of Michigan (1979) • Chrysler Defense – M1 Tank EE Engineer (79-82) • American Motors - Powertrain Electronics (82-87) • Chrysler Corporation - Powertrain Elect. (87-98) • DaimlerChrysler – Chassis Electronics (98-05) • DaimlerChrysler – Legal/EDR (05-08) • FCA Legal/EDR/Functional Safety (08-21) • SAE EDR Committee (05-present), Chairman • Expert Witness – Safety/Electronic Systems (2022 -) March 10-12, 2025

March 10-12, 2025

SAE EDR Committee SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

SAE EDR Committee • Established in 2003 • Roster contains 98 people with expertise in: – Vehicle Manufacturing (13 different companies) – Airbag Control Module Design (7 different companies) – Accident Reconstruction (13 individuals) – Research (8 individuals) – EDR Tool Manufacturer (1 individual) – Liaison (9 individuals) – SAE Staff (9 individuals) – Legal (2 individuals) • Over half of committee voting members have been participating for 13+ yrs.

March 10-12, 2025

SAE J1698 - Event Data Recorder • J1698 first published 12-15-2003 - Established a common Report format • Revised 02/2005 – Added J1698-2 Data Extraction, J1698-3 Compliance Testing • Revised 05/2014 – Updated in areas to reflect NHTSA 49CFR563 • Revised 03/2017 – Incorporate Information from J1698-1 • Revised 05/2018 – Updated for Automated Driving System (ADS), Pedestrian Protection • Revised 3/2023 – Added more Safety Systems (Blind Spot, Lane Keep, etc.) and coordinating with ADS (J3197) March 10-12, 2025

SAE J1698 - Event Data Recorder • The committee came up with a Minimum Subset of enumerations for any new Safety & Customer Convenience Systems • System ON or OFF • System Faulted (Diagnostic Trouble Code) • System Engaged, Non-engaged • Warning

March 10-12, 2025

49CFR563 Event Data Recorders SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

49CFR563 Event Data Recorders NHTSA Highlights • First published 08-28-2006, for vehicles manufactured after Sept 1, 2012. Does not mandate EDRs on vehicles, but is instead an “if equipped” standard applying only to light vehicles required to have frontal air bags that a manufacturer chooses to voluntarily equip with an EDR. • NPRM (Notice of Proposed Rulemaking – NHTSA-2022-0021) 06/22/2022

• Proposal to extend recording time from 5 seconds pre-crash data at 2 Hz to 20 seconds of precrash data at a frequency of 10 Hz. In response to the Fixing America’s Surface Transportation Act (FAST Act). All based off the commissioned VT Study with no other input from any other sources.

• Final Rule – (NHTSA-2024-0084) – December 18, 2024 with a Effective date of 1/17/2025. Compliance date of Sept. 1, 2027. No Phase-in allowed. March 10-12, 2025

49CFR563 Event Data Recorders How did we get here? • Based on the passage of the FAST Act, NHTSA commissioned Virginia Tech University (VT) to do a study on what should be the proper recording time to provide sufficient information to investigate the cause of motor vehicle crashes. • The FAST Act further provides that, within two years of submitting this report to Congress, NHTSA “shall produce regulations to establish the appropriate period that should be recorded”. • Note: The FAST Act expired on September 30, 2021

March 10-12, 2025

Virginia Tech Study What did the VT Study find?

• The analysis of driver pre-crash maneuvers in NASS-CDS crashes showed that the current 5 seconds of recording time failed to capture all driver pre-crash maneuver initiations in rear-end, intersection as well as road departure crashes in the following areas: 35% in braking, 64-88% of steering and 5-9% of Accelerator release. • In analysis of vehicle traversal time, the result showed that in approximately 13% of the sample intersection crashes, the driver entered the intersection more than 5 seconds prior to impact. In road departure crashes the 5 second recording time was sufficient.

March 10-12, 2025

Virginia Tech Study What did the VT Study find? • Based on naturalistic driving studies (NDS), the 100 car NDS and the Second Strategic Highway Research Program (SHRP-2) showed that the current 5 second EDR recording duration was not sufficient to capture all driver precrash maneuvers.

March 10-12, 2025

Virginia Tech Study Duration of Driver Action (seconds) 50th Percentile 90th Percentile

Driver Pre-crash Maneuver Rear-End: Time to Closest Approach

4.5

12.3

Intersection: Approach + Traversal

12.6

18.6

Road Departure: Drift out of lane to Recovery

3.2

6.0

March 10-12, 2025

Virginia Tech Study What did the VT Study Recommend? • The study findings suggest that an EDR recording duration of 20 seconds would adequately capture driver pre-crash inputs to the vehicle, i.e. braking, steering and acceleration in rear crashes, intersection crashes and road departures. Strange how the wording changed in the study from Driver Behavior to Driver Actions.

March 10-12, 2025

49CFR563 Event Data Recorders VT responded with a final report to NHTSA on September of 2017. NHTSA submitted the Study to Congress in August of 2018. SAE responds to NHTSA on VT Study with a presentation and submission in July of 2020. March 10-12, 2025

March 10-12, 2025

SAE EDR Committee Response to NHTSA on VT Study SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

SAE Response to NHTSA on VT Study

March 10-12, 2025

SAE Response to NHTSA on VT Study 1. Out of all of the recorded data elements, the study only considered three: Speed, Braking and Steering 2. The vehicles analyzed in the study lacked modern safety features 3. The authors made a number of flawed assumptions with data elements 4. The authors stated they purposely ignored EDR data recorded more than 5 seconds prior to a crash 5. The recording frequency of the data from the older vehicles used was at a much slower sampling rate

March 10-12, 2025

SAE Response to NHTSA on VT Study 1. Out of all of the recorded data elements, the study only considered three - Speed, Braking, Steering, when there were 3 to 5 times that amount representing (8 to 14 data elements depending on the vehicle CDR Report being used). •

These elements were not studied inclusive to each other nor with the other EDR data elements, as proper crash data analysis should always be done. They (Data Elements) should always be used in conjunction with one another. Good accident reconstruction involves looking at the “Accident Scene” as well as using the stored EDR data elements to fully understand the causation. Using only the EDR Data can lead to many false conclusions in an accident investigation.

March 10-12, 2025

SAE Response to NHTSA on VT Study • Vehicle speed data must be used, in conjunction with the service brake status, to determine if the driver was actually applying enough brake pedal pressure to attempt to slow the vehicle. • Additionally recorded values such as percent throttle, percent accelerator pedal, engine rpm, cruise control, ABS, lateral acceleration, yaw rate, all can be very useful when studying crash causation.

March 10-12, 2025

Five Issues with the data used in the Virginia Tech Study Lacked modern safety features 2. The vehicles analyzed in the study lacked modern safety features If vehicles equipped with active safety features such as precollision braking and electronic stability control had been used in the study:

Current EDR - 5 sec: Active Safety Activation 35 mph

214.80 ft

Braking

• Some of these accidents would have been avoided and

therefore not been included in the study

139.61 ft

• These features would have initiated well within the current

5 second duration

SAE INTERNATIONAL

March 10-12, 2025

-5s

(35 to 10 mph) 75.19 ft

35 mph

-0s

6060

SAE Response to NHTSA on VT Study 3. The authors made a number of flawed assumptions (for example): • “Service Brake” may not be attributable to brake force applied to slow the vehicle •

A Crash reconstructionist will use other vehicle data in conjunction with brake switch information to determine if braking force is actually occurring and to what extent, again using data elements together.

March 10-12, 2025

SAE Response to NHTSA on VT Study • Two false assumptions made were relative to the steering input •

•

A Weighted distribution was used to draw conclusions from such a small sample size that can skew the data. A High percentage (64% to 88% depending on crash type scenario) of cases failed to record the steering maneuver initiation within 5 seconds but this could have been a much smaller percentage if the actual sample size of vehicles used in the study was larger. If there was no steering input change recorded in the EDR, the conclusion was the driver was not moving the steering wheel at all (+/- 16 degrees before change shows)

• No distinction was made between accelerator pedal position data and engine throttle position data. These are two very different data elements.

March 10-12, 2025

SAE Response to NHTSA on VT Study 4. The authors stated they purposely ignored EDR data recorded more than 5 seconds prior to a crash • If the authors had reviewed the 8 seconds of pre-crash data that was available in some of the vehicles in the study, they would have been able to: Confirm if Service Brake “on” at -5 seconds, really means the brakes had been applied at or prior to -5 seconds rather than assuming they were. Looking at the 8 seconds of data could have been used to help prove their theory that more data was actually beneficial. • Demonstrate if that pre-crash data beyond 5 seconds, would have changed the overall accident reconstruction results, thus indicating a need for additional per-crash recording time or not. •

March 10-12, 2025

SAE Response to NHTSA on VT Study 5. The recording frequency of the data from the older vehicles used was at a much slower sample rate • 1 hertz versus the 2 hertz frequency of the data stored in Part 563 vehicles • Data sampled once per second vs. twice per second • Brake pedal application can occur several times within a time span of one second or even in a half of a second, especially if the driver is pumping the brakes • The authors may have missed state changes within the sample window using the 1 Hertz or assumed that capturing more than 5 seconds of pre-crash data would show the driver not braking.

March 10-12, 2025

Intersection Accident Scenario

35 mph panic brake to 10 mph accident

Current EDR - 5 sec: Active Safety Activation

What real benefit does this additional 15 seconds of data give us? 35 mph

214.80 ft

Braking

Proposed EDR - 20 sec:

(35 to 10 mph)

984.75 ft

728.10 ft

471.45 ft

139.61 ft

35 mph

-5s

-0s

-20s

-15s

SAE INTERNATIONAL

March 10-12, 2025

-10s

75.19 ft

6565

SAE Response to NHTSA on VT Study Ramifications of 20 sec storage that the Virginia Tech Study did not consider: 1. Increased energy reserve required in the module that stores the EDR 2. Increased memory size of the buffer and non-volatile storage device 3. Microprocessor changes in the module that stores the EDR 4. Increased module size for packaging the aforementioned components

March 10-12, 2025

SAE Response to NHTSA on VT Study 5. Module packaging location(s) constraints 6. Increased module(s) cost 7. Increased validation testing of the EDR and the systems that provide data 8. Increased EDR downloading time requiring an external power supply to power the vehicle Overall cost, weight and physical packaging changes have serious ramifications with no tangible benefit to determining crash causation.

March 10-12, 2025

SAE Response to NHTSA on VT Study • The Committee believes the Virginia Tech Study did not show how increased recording

durations for pre-crash vehicle data would improve crash reconstruction or provide any benefit to better understand the crash scenario.

• Having 20 seconds of pre-crash data is likely to become a privacy issue as this relates to

driver behavior and not accident causation. It might also lead to false assumptions of driver actions way before the impact.

• Until real world event data justifies increasing EDR recording duration, we strongly

recommend leaving it at its current 5 second duration.

• Stay consistent with SAE J1698 and NHTSA Part 563

March 10-12, 2025

49CFR563 Event Data Recorders • Congress did not act upon the report and NHTSA did not regulate per the FAST Act requiring a 2 year Final Ruling (Sept 1, 2020) • NPRM (Notice of Proposed Rulemaking – NHTSA-2022-0021) 06/22/2022. NHTSA receives 21 Comments from OEMs, various organizations etc., Most thought implementation timing was a concern • Final Rule – (NHTSA-2024-0084) – December 18, 2024 with a Effective date of 1/17/2025. Compliance date of Sept. 1, 2027. • SAE responded to NHTSA with a petition of Reconsideration on 2/3/2025. March 10-12, 2025

What exactly are the Final Rule changes? • These seven (7) data elements are required to be recorded at 10Hz for 20 seconds • Compliance Dates • Sept. 1, 2027 (Most Vehicles) • Sept. 1, 2029 (Small volume Manuf.) • Sept. 1, 2030 (Altered vehicles)

• Vehicle Manufactures Interpretation: Only these seven (7) data elements are required to be recorded at 10 Hz for 20 secs.

March 10-12, 2025

Table I • Speed, Vehicle Indicated • Engine Throttle; % • Service Brake; On/Off Table II (If recorded) • Engine RPM • ABS Activity; engaged/non-engaged • Stability Control; On/Off/Engaged • Steering Input

49CFR563 Event Data Recorders NHTSA compromises based on comments received on NPRM • Lead Time – Originally a one year implementation has changed to a 2 year. September 1, 2027 • No compelling reason for a phase-in plan • NHTSA restates the “voluntary nature of part 563”, and Manufacture’s remain free to decide if their vehicles will have EDR based on their own considerations.

March 10-12, 2025

SAE EDR Committee SAE EDR Committee Petition for Reconsideration 2/2025 • Resubmission of 7/2020 Presentation and submission materials to NHTSA & OMB • Response to NHTSA NPRM comments • Change of Recording time & frequency – not intended to be a monitor of driver behavior or a gage of driver fitness • Violation of separation of collision reconstruction from driver behavior record as an invasion of privacy • Recording duration is way beyond the driver’s reaction to the crash environment March 10-12, 2025

SAE EDR Committee • Implementation timing

• Requires Software & Hardware changes • This requires a full development Program • Full Development programs are 3-4 years • Requires a Phase-In plan for older vehicle architectures • Requires all Manufacturers to make changes which drives Bosch CDR Tool changes for each Manufacturer.

NHTSA response: Turn-off EDR, it’s a Voluntary Regulation This is not a viable alternative

March 10-12, 2025

SAE EDR Committee • NHTSA’s Research of Cost Analysis • NHTSAs suggestion of deletion of Table II Data Elements to save space for the additional recording time and frequency of the seven (7) Data elements is detrimental to crash analysis. OEMs recorded data elements are not based on a “good to have”, but rather are based on many years of crash reconstruction and product investigations experience.

March 10-12, 2025

SAE EDR Committee NHTSA’s Research of Cost Analysis • SAE questions the pricing quotes given by NHTSA for individual components (capacitors, memory chips, etc.,) from the suggested consumer electronic distribution warehouses like Digi-Key. • OEMs only purchase their components from qualified suppliers that meet their stringent environmental and performance specifications. • NHTSA estimated costs to be $.87-2.20 per vehicle, with no allotted development costs, that over 10 years would be a total cost of $33,520,000.

March 10-12, 2025

SAE EDR Committee NHTSA’s Research of Cost Analysis

• SAE supplied an Anonymous inquiry of the Auto manufacturers for estimation of costs: Average of responses for each OEM • Development/testing of $8.4 million for each OEM • Module cost increase of $5.40 • Using 16.4 million vehicles (17 OEMs) • 1st year cost burden $231.36 Million • Annual Cost burden $88.56 Million • Over 10 years - $1 Billion

March 10-12, 2025

SAE EDR Committee • Final Rule Requires new CDR Tool Development

• NHTSA did not take this into consideration • Can CDR be ready in 2 years for all makes/models (currently 22 OEMs, 69 Brands)

• NHTSA stated, this final rule does not change the voluntary nature of part 563, and manufacturers remain free to decide if their vehicle will have EDR functionality based on their own considerations.

March 10-12, 2025

SAE EDR Committee • NHTSA also stated: Although the system that activates air bags in a vehicle may share resources with the EDR functionality, we emphasize that the performance of systems that deploy air bags (e.g., supplemental restraint system) to mitigate injuries in a crash should not be negatively affected in order to develop an EDR that meets today’s new requirements. Many OEMs have said that meeting the new requirements is a timing issue and especially on carryover vehicle architectures they will have to turn off EDR in those vehicle applications.

March 10-12, 2025

49CFR563 Event Data Recorders • Trump administration has put a hold on any New Regulations, going back 6 months from him taking office • Final Rule effectivity date of 1/17/2025, 3 days before a new Administration takes over … (Thank You President Biden), is it on Hold?

March 10-12, 2025

China EDR SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

China EDR • In December 2020, China published GB39732-2020. Vehicle Event Data Recorder System, requiring passenger cars be equipped with EDR starting on January 1, 2022 for new Type Approvals. Note: They did not have test facilities identified or ready for testing. • Combined SAE J1698 & 49 CFR Part 563 from a Definitions and Data Elements perspective • 60 Potential Data Elements Identified, Classified as A, B. • A = Must be Recorded (17 Data Elements) • B = If equipped, must be recorded (43 Data Elements)

March 10-12, 2025

China EDR • Unlock Conditions - Unique Triggers

• Longitudinal or Lateral velocity of 8km/h within a 150ms interval (Same as NHTSA) • Change in Vehicle velocity of that equals or exceeds 8km/h. Non Air Bag Vehicle.

• Lock Conditions

• Irreversible restraint deployment OR • The Vehicle Velocity change in longitudinal axis direction equals or exceeds 25km/h within 150ms interval (For their non air bag delivery vehicles)

March 10-12, 2025

China EDR • Record at least 3 crash events (Part 563 call out 2 events). • China Identifies the EDR Retrieval Tool Protocol, which does not meet ISO standards. • Crash Data Storage – China specifies where each data element is stored in memory. Thus allowing for any tool manufacturer. Restricts OEMs to follow exactly the China GB. • Publishing the Memory Map brings into question, how secure is the data? Note: Some OEMs have both China EDR and Part 563 EDR Data Elements stored in two separate locations. (2 EDRs) March 10-12, 2025

China EDR • No additional Memory IDs available/Identified for Manufacturer specified data elements. • OEMs stated they would validate only one (1) tool. Yet to know how that is going to workout if there is a Tool Manufacturer that has an error in their code.

March 10-12, 2025

China EDR Compliance Testing Three test types defined:

• High speed vehicle crash test (Delta V, acceleration, squib deployment information, seat belt status)

March 10-12, 2025

China EDR Compliance Testing • Low speed vehicle crash test (System status)

• Crash Simulation test (Shaker test)

• EDR trigger threshold • Event Locked condition • Autarky test: EDR shall record data from T0-5s to T0+150ms with the impact that deploys within 150ms after Loss Of Battery.

Clipping Flag – Compliance testing states that if acceleration data clips, it’s a failure of the test. March 10-12, 2025

March 10-12, 2025

EU/UK EDR – UN R160 SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

EU/UK EDR – UN R160 The European Union’s (EU) General Data Protection Regulation (GDPR) EU Privacy Law – May 25, 2018 VIN – Used by the CDR Retrieval Tool as a key element in determining EDR Report Data Elements and Format. VIN Minus the last 4 of the sequence number

TVV – Type, Variant, Version (not to be confused with the Thermal Vacuum Valve) March 10-12, 2025

EU/UK EDR – UN R160 TVV – Type, Variant, Version • The TVV is assigned to vehicles by the manufacturer in order to group them according to a common type (e.g. design and assembly of the essential parts of the body structure), variant (e.g. type of energy supply), and version (e.g. maximum laden mass, engine capacity, CO2 emissions). • This also can be used for the identification of Safety Systems on the Vehicle. Which can be used by the CDR Tool to determine which systems are “equipped”

March 10-12, 2025

EDR tool with multi-OEM Type, Variant, Version (TVV) interface EDR tool user

EDR tool supplier development requirement

1 -

OEM EDR data (serial port) UN ECE R160 data set no TVV (Type, Variant, Version)

OEM VIN data (serial port) Other ECU

EDR retrieval tool

User laptop + EDR tool software

EDR Event report -

2 OEM EDR module UN ECE R160 data set no TVV (Type, Variant, Version)

EDR retrieval tool

User laptop + EDR tool software functionality Manual input VIN (available today) Automatic search VIN (available today) Manual input TVV (new development) Automated input TVV (new development)

User laptop + EDR tool software

VIN

VIN On vehicle or vehicle documents

4 -

EDR event report UN ECE R160 data set VIN without last 4 digit TVV

TVV

EDR tool multi-OEM TVV interface

3 -

User laptop + EDR tool software

(New)

VIN

TVV

OEM1 TVV dBase

TVV On vehicle documents OEM website? (Existing functionality) March 10-12, 2025

VIN

TVV

OEM 2 TVV dBase

VIN

TVV

OEM 3 TVV dBase

EU/UK EDR – UN R160 • Phase I – R160.0 Initial release (3/2021), very similar to Part 563 in relation to recorded data elements affects vehicle built after July 6, 2022 • Phase II – R160.01 release (3/2022) New Type Approval vehicles July, 2024, all vehicle July, 2026 added R157 Automated Driving Data Elements, Emergency Call, etc. • Phase III - R160.02 New Triggers, Data Elements, VRU March 10-12, 2025

EU/UK EDR – UN R160 • Phase III – UN R160.02 (also referred to EDR Step 2)

• New Triggers – Safety System activation, Last Stop, Jerk

• Blind Spot Monitoring – System Status, Warning, Haptic • Emergency Stop – Fixed deceleration • Reversing Motion – VRU detection system • Roll Over March 10-12, 2025

EU/UK EDR – UN R160 • Phase III – UN R160.02 (also referred to EDR Step 2) • AEB - Advance Emergency Braking • VRU - Vulnerable road user • Advanced Driver Distraction Warning • Rear Automatic Braking • Direction Indicator Switch – (Turn Signal) March 10-12, 2025

March 10-12, 2025

EU/UK EDR – UN R169 HD Truck EDR SAE Committee update on the status of 49CFR563 & other related EDR

March 10-12, 2025

EU/UK EDR – UN R169 HD Truck EDR • This Regulation applies to the approval of vehicles of categories M2, M3, N2 and N3, with regard to their Event Data Recorders (EDRs). • Adopted June, 2024 • The following data elements are excluded from the scope: Vehicle Identification Number (VIN), associated vehicle details, location/positioning data, information on the driver, and date and time of an event. (EU) General Data Protection Regulation (GDPR)

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EU/UK EDR – UN R169 HD Truck EDR Conditions for triggering recording of data An event shall be recorded by the EDR if one of the following threshold values is met or exceeded. • Sudden Deceleration: Vehicle speed changes at a rate higher than 3.25 m/s2 and the change persists beyond that threshold for at least 0.7 seconds.

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EU/UK EDR – UN R169 HD Truck EDR • Last Stop: Trigger shall be activated if any of the following applies: (a) Vehicle speed is reported as 0 km/h for 20 s. (b) While vehicle speed is reported as 0 km/h, and (i) parking brake system is applied, or (ii) vehicle master control switch is deactivated.

Re-activation of last stop trigger due to threshold criterion (a) shall be disabled if the vehicle speed is not reported as 24 km/h or more for a minimum of 6 s.

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EU/UK EDR – UN R169 HD Truck EDR System (if fitted) Supplemental Restraint System Antilock Braking System Advanced Emergency Braking (including pedestrian/ cyclist if equipped) Vehicle Stability Function

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Trigger Deployment Command of a Supplemental Restraint System System Intervention Emergency Brake Intervention System Intervention

PREMIUM SUMMIT SPONSOR

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Title of the presentation Author name(s) and affiliation(s)

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Artificial Intelligence 101 Jason Kuter

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Jason Kuter • Degree in Environmental and Forest Biology 2000 • Certified Teacher 2001 • 39 years of programming experience • 26 Years of IT experience in applications and

infrastructure • 10 years of multiple youth sports coaching and boards • 10 years of scouting leadership (Eagle 1992) • 2 years experience as a Select Board Member in MA • Tech evangelist, user, developer, and strategist • Experienced mentor, speaker, and decision maker • Wife, four kids, and a dog • Makes a pretty decent pot of coffee

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Agenda for Today's Presentation • Introduction to AI • How far has AI Come • How AI Works • The Benefits of AI • Ethical Challenges of AI • Legal and Societal Implications • The Future of AI

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What Is Artificial Intelligence? Simulation of Human Intelligence AI simulates human intelligence, allowing machines to perform cognitive tasks such as learning and reasoning. Learning and Reasoning AI systems can learn from data and make decisions, which involves reasoning and problem-solving capabilities. Technological Foundations AI encompasses various technologies, including algorithms and neural networks that drive intelligent behavior in machines.

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Key Areas Where AI Is Transforming Society Healthcare Innovations AI is transforming healthcare by assisting in accurate diagnosis and personalized treatment options, ultimately improving patient outcomes. Finance and Fraud Detection In finance, AI algorithms are now essential for detecting fraud, enhancing security, and streamlining transactions. Autonomous Transportation AI development in transportation includes autonomous vehicles, promising safer and more efficient travel across urban environments.

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Machine Learning Vs. Deep Learning Understanding Machine Learning Machine learning enables systems to learn from data without needing explicit programming, enhancing decision-making and automation. Deep Learning Explained Deep learning utilizes neural networks to analyze large datasets, excelling in tasks like image and speech recognition. Applications of Deep Learning Deep learning is particularly effective for pattern recognition in complex data, impacting various industries and technologies.

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AI Applications in Everyday Life (Healthcare, Finance, Automation) AI in Healthcare

AI algorithms analyze medical data to provide improved diagnostics and personalized treatment options for patients. AI in Finance

In finance, AI is used to develop algorithms for trading, risk assessment, and fraud detection, making processes more efficient. AI in Automation

AI enhances productivity across various industries by automating tasks, reducing human error, and streamlining workflows.

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Increased Efficiency and Automation Automation of Mundane Tasks AI technology automates repetitive tasks, freeing up human resources to tackle more complex challenges and innovate. Speeding Up Processes The integration of AI accelerates operational processes, leading to quicker turnaround times and improved service delivery. Cost Reduction and Productivity By automating tasks, companies can significantly lower costs while simultaneously boosting overall productivity across various sectors.

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Enhanced Decision-Making and Predictive Capabilities Data Analysis for Insights AI systems excel at analyzing large datasets, offering insights that support informed decisionmaking processes in various industries. Market Predictions Businesses leverage AI technologies for accurate market predictions, enabling them to strategize and plan effectively. Healthcare Management In healthcare, AI assists professionals in managing patient data, leading to improved outcomes and personalized care.

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AI’s Role in Scientific Advancements Faster Data Analysis AI significantly speeds up data analysis, allowing researchers to process vast amounts of information quickly and efficiently. Accelerating Discoveries In genomics and climate science, AI accelerates breakthroughs, facilitating faster scientific discoveries and innovations. Indispensable Research Tool AI has become an essential tool for modern researchers, transforming the landscape of scientific exploration and experimentation.

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Bias in AI Algorithms Understanding AI Bias AI algorithms can reflect and amplify biases found in their training data, affecting decision-making processes. Impact of Bias Unaddressed bias in AI can lead to unfair and discriminatory outcomes, impacting various sectors and populations. Addressing the Issue It is essential to identify and mitigate biases in AI systems to ensure fairness and equity for all users.

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Privacy Concerns and Surveillance Issues AI in Surveillance

The use of AI in surveillance technology has grown rapidly, leading to increased capabilities but also heightened privacy risks. Privacy Rights Risks

As AI systems analyze personal data, there is a significant risk of infringing on individual privacy rights and freedoms. Data Protection Measures

To address these concerns, robust data protection measures are necessary to safeguard personal information from misuse.

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The Risk of Misinformation and AI-Generated Content Misinformation Challenges AI-generated content can spread misinformation quickly, making it difficult to verify the truth of information. Deepfakes and Authenticity Deepfakes created by AI can manipulate reality, challenging the authenticity of video and audio content. Impact on Public Trust As AI blurs the line between real and fake, public trust in media and online information is jeopardized.

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AI in Employment and Job Displacement Job Displacement Risks The automation capabilities of AI can lead to significant job displacement across different sectors, particularly in manual and repetitive tasks. Economic Impacts The economic impacts of job displacement due to AI automation can affect income levels and employment rates across the economy. Workforce Transition Strategies It's crucial to explore strategies for workforce transition, including upskilling and reskilling programs to prepare workers for new job roles.

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Regulation and Governance of AI Technologies Evolving Regulatory Frameworks As AI technologies advance, regulatory frameworks must adapt to address new challenges and opportunities. Ethical Guidelines for AI Establishing clear ethical guidelines is crucial for ensuring responsible AI deployment and maintaining public trust. Responsible AI Deployment Policies must focus on responsible AI deployment to mitigate risks and enhance societal benefits.

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The Responsibility of AI Developers and Users

Ethical Deployment AI developers and users must ensure the ethical deployment of AI technologies to prevent misuse and harm. Transparency Prioritizing transparency in AI systems helps build user trust and enhances the understanding of AI decisions. Accountability Both developers and users must be accountable for their actions regarding the deployment and use of AI technologies. Fairness Ensuring fairness in AI applications is crucial for safeguarding societal interests and preventing bias.

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Trends in AI Development Natural Language Processing Advancements in natural language processing enhance how machines understand and respond to human language, making interactions more intuitive. AI Ethics As AI becomes more prevalent, ethical considerations are crucial to ensure responsible development and deployment of AI systems. Industry Integration AI is increasingly integrated into various industries, from healthcare to finance, enhancing efficiency and innovation in processes.

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How Society Can Prepare for an AI-Driven World Investment in Education Investing in education is crucial for equipping individuals with skills to thrive in an AI-driven job market. Promoting Digital Literacy Promoting digital literacy ensures that individuals understand and can effectively interact with AI technologies. Responsible AI Policies Developing policies that encourage responsible AI use is essential for maximizing AI's benefits and minimizing risks.

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Conclusion Opportunities of AI

Challenges of AI

Navigating Implications

Harnessing AI for Society

AI offers transformative opportunities in various fields, enhancing productivity and creativity in innovative ways.

Despite its potential, AI also poses significant challenges, including ethical dilemmas and potential job displacement.

Navigating the ethical, legal, and societal implications of AI is crucial for its responsible adoption and use.

By addressing these challenges, we can harness AI's potential for the betterment of society and improve lives.

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Access and Retrieval of Rivian EDR Data Mike Stogsdill J.S. Held, LLC

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Mike Stogsdill • ACTAR - 2268 • Retired Law Enforcement 18+ years • CDR Technician Trainer/Mentor • Currently Employed with JS Held, LLC.

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Senior Accident Reconstructionist

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Introduction Access and Retrieval of Rivian EDR Data

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Rivian R1S and R1T

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Subject Rivian

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Code of Federal Regulations §563.3 – Application • This part applies to the following vehicles manufactured on or after September 1, 2012, if they are equipped with an event data recorder: passenger cars, multipurpose passenger vehicles, trucks, and buses with a GVWR of 3,855 kg (8,500 pounds) or less and an unloaded vehicle weight of 2,495 kg (5,500 pounds) or less, ….

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Code of Federal Regulations §563.12 – Data retrieval tools

• Each manufacturer of a motor vehicle equipped with an EDR shall ensure by licensing agreement or other means that a tool(s) is commercially available that is capable of accessing and retrieving the data stored in the EDR that are required by this part. The tool(s) shall be commercially available not later than 90 days after the first sale of the motor vehicle for purposes other than resale.

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Owner’s Manual

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Owner’s Manual

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Gear Guard

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• Drive Cam clip video icon • Incident video icon • Motion Cam video icon March 10-12, 2025

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Incident Recording

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Saving Videos from the HDD

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Front camera

Front Surround view camera

Rear Surround view camera

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• 3 surround view camera

1 fender camera

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Communications

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Subject Rivian R1S Access and Retrieval of Rivian EDR Data

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2023 Rivian R1S

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2023 Rivian R1S – PolyCam scan

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2023 Rivian R1S

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2023 Rivian R1S

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Acquisition of EDR Data Access and Retrieval of Rivian EDR Data

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Connection via OBD/DLC

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12V Power – Under the hood.

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2023 Rivian R1S

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2023 Rivian R1S

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Power

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Odometer Reading

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Vehicle Settings

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Vehicle Settings

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Vehicle Settings

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Data and Privacy

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Data and Privacy

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Data and Privacy

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Data and Privacy

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Gear Guard

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Drive Cam

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Incidents

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Incident Viewing In-Car

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Preparing Drive

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Prepare Drive

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Incident Videos

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Motion Cam

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Starred Videos

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Rivian EDR Data Access and Retrieval of Rivian EDR Data

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47 Page PDF document • No Graphs • No Charts • No Tables

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Report Categories • Front Collision 1 • Front Collision 2 • Side Collision 1 • Side Collision 2 • Rollover 1 • Rollover 2

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• No Graphs • No Charts • No conversions

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Front Collision 1 and Front Collision 2 • X Direction Delta – V (km/h)

• 250 ms • X Direction Delta – V max • X Direction Delta – V max time (ms)

• Y Direction Delta – V (km/h)

• 250 ms • Y Direction Delta – V max • Y Direction Delta – V max time (ms)

• Vehicle Speed (km/h)

• 5 seconds pre-crash •

0.5 second resolution

• Accelerator Opening Ratio • 5 seconds pre-crash •

0.5 second resolution

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• Brake On/Off • Ignition cycles at collision and download • Seatbelt status • Driver • Passenger

• Airbag warning lamp status • Driver and passenger airbag stage 1 • Multi Event number • ABS Operation Status • Stability Control • Rudder (Steering Wheel) Angle

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Side Collision 1 and Side Collision 2 • X Direction Delta – V (km/h)

• 250 ms • X Direction Delta – V max • X Direction Delta – V max time (ms)

• Y Direction Delta – V (km/h)

• 250 ms • Y Direction Delta – V max • Y Direction Delta – V max time (ms)

• Vehicle Speed (km/h)

• 5 seconds pre-crash •

0.5 second resolution

• Accelerator Opening Ratio • 5 seconds pre-crash •

0.5 second resolution

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• Brake On/Off • Ignition cycles at collision and download • Seatbelt status • Driver • Passenger

• Airbag warning lamp status • Driver and passenger airbag stage 1 • Multi Event number • ABS Operation Status • Stability Control • Rudder (Steering Wheel) Angle

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Rollover 1 and Rollover 2 • X Direction Delta – V (km/h)

• 250 ms • X Direction Delta – V max • X Direction Delta – V max time (ms)

• Y Direction Delta – V (km/h)

• 250 ms • Y Direction Delta – V max • Y Direction Delta – V max time (ms)

• Vehicle Speed (km/h)

• 5 seconds pre-crash •

0.5 second resolution

• Accelerator Opening Ratio • 5 seconds pre-crash •

0.5 second resolution

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• Brake On/Off • Ignition cycles at collision and download • Seatbelt status • Driver • Passenger

• Airbag warning lamp status • Driver and passenger airbag stage 1 • Multi Event number • ABS Operation Status • Stability Control • Rudder (Steering Wheel) Angle

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Additional Event Data • IG-ON time: 28828 ms (28.82 Seconds) • Record Order – 1 times • Loss of IGN Power Supply During Running: No • Driver Knee Air Bag Deployment Time: 17 ms • Driver 2nd Row Retractor Pretensioner Deployment Time: 17 ms • Passenger 2nd Row Retractor Pretensioner Deployment Time: 17 ms March 10-12, 2025

• Driver Air Bag Stage 1: 17 ms • Driver Air Bag Stage 2 Deployment Time: 22 ms • Driver Seat Belt Condition: Fastened • Number of IG-ON Cycles (At Time of Collision): 1579 cycles • Number of IG-ON Cycles (On Download): 1585 cycles • File Recording Completion Status: Yes

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Pre-Crash Time (s) Speed (kp/h) Speed (mph) Brake Accelerator

ABS Front

ABS Rear

Stability Control Rudder Angle

-5

103

64.0

Off

Not Operating

-4.5

103

64.0

Off

Not Operating

-4

103

64.0

Off

Not Operating

-3.5

103

64.0

Off

Not Operating

-3

103

64.0

Off

Not Operating

-2.5

61.5

Not Operating

-2

53.4

Not Operating

-1.5

48.5

Not Operating

-1

41.6

Operating

140

-0.5

36.0

Operating

230

32.9

Operating

Engaged

240

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EDR Crash Data Time X Direction Delta - V (Event + 0.0ms): 0 km/h X Direction Delta - V (Event + 10.0ms): 3 km/h X Direction Delta - V (Event + 20.0ms): 8 km/h X Direction Delta - V (Event + 30.0ms): 17 km/h X Direction Delta - V (Event + 40.0ms): 29 km/h X Direction Delta - V (Event + 50.0ms): 33 km/h X Direction Delta - V (Event + 60.0ms): 40 km/h X Direction Delta - V (Event + 70.0ms): 45 km/h X Direction Delta - V (Event + 80.0ms): 49 km/h X Direction Delta - V (Event + 90.0ms): 51 km/h X Direction Delta - V (Event + 100.0ms): 53 km/h X Direction Delta - V (Event + 110.0ms): 55 km/h X Direction Delta - V (Event + 120.0ms): 55 km/h X Direction Delta - V (Event + 130.0ms): 56 km/h X Direction Delta - V (Event + 140.0ms): 56 km/h X Direction Delta - V (Event + 150.0ms): 57 km/h X Direction Delta - V (Event + 160.0ms): 57 km/h X Direction Delta - V (Event + 170.0ms): 57 km/h X Direction Delta - V (Event + 180.0ms): 57 km/h X Direction Delta - V (Event + 190.0ms): 0 km/h X Direction Delta - V (Event + 200.0ms): 0 km/h X Direction Delta - V (Event + 210.0ms): 0 km/h X Direction Delta - V (Event + 220.0ms): 0 km/h X Direction Delta - V (Event + 230.0ms): 0 km/h X Direction Delta - V (Event + 240.0ms): 0 km/h X Direction Delta - V (Event + 250.0ms): 0 km/h

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0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

Delta-V kph Delta-V mph 0 -3 -8 -17 -29 -33 -40 -45 -49 -51 -53 -55 -55 -56 -56 -57 -57 -57 -57 0 0 0 0 0 0 0

0.0 -1.9 -5.0 -10.6 -18.0 -20.5 -24.9 -28.0 -30.5 -31.7 -32.9 -34.2 -34.2 -34.8 -34.8 -35.4 -35.4 -35.4 -35.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Time Y Direction Delta - V (Event + 0.0ms): 0 km/h Y Direction Delta - V (Event + 10.0ms): 0 km/h Y Direction Delta - V (Event + 20.0ms): 0 km/h Y Direction Delta - V (Event + 30.0ms): 0 km/h Y Direction Delta - V (Event + 40.0ms): 0 km/h Y Direction Delta - V (Event + 50.0ms): 1 km/h Y Direction Delta - V (Event + 60.0ms): 2 km/h Y Direction Delta - V (Event + 70.0ms): 3 km/h Y Direction Delta - V (Event + 80.0ms): 4 km/h Y Direction Delta - V (Event + 90.0ms): 3 km/h Y Direction Delta - V (Event + 100.0ms): 3 km/h Y Direction Delta - V (Event + 110.0ms): 2 km/h Y Direction Delta - V (Event + 120.0ms): 1 km/h Y Direction Delta - V (Event + 130.0ms): 0 km/h Y Direction Delta - V (Event + 140.0ms): 0 km/h Y Direction Delta - V (Event + 150.0ms): 0 km/h Y Direction Delta - V (Event + 160.0ms): 0 km/h Y Direction Delta - V (Event + 170.0ms): 0 km/h Y Direction Delta - V (Event + 180.0ms): 0 km/h Y Direction Delta - V (Event + 190.0ms): 0 km/h Y Direction Delta - V (Event + 200.0ms): 0 km/h Y Direction Delta - V (Event + 210.0ms): 0 km/h Y Direction Delta - V (Event + 220.0ms): 0 km/h Y Direction Delta - V (Event + 230.0ms): 0 km/h Y Direction Delta - V (Event + 240.0ms): 0 km/h Y Direction Delta - V (Event + 250.0ms): 0 km/h

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

Delta-V km/h Delta-V mph 0 0 0 0 0 1 2 3 4 3 3 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0 0.0 0.0 0.0 0.0 0.6 1.2 1.9 2.5 1.9 1.9 1.2 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

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EDR Crash Data Chart Title 0

4.5

80 100 120 140 160 180 200 220 240

-10

Lateral Delta V

4 3.5 3

-20

2.5 -30

2 1.5

-40

1 -50

0.5 0

-60 Delta-V kph

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Delta-V mph

80 100 120 140 160 180 200 220 240 Delta-V km/h Delta-V mph

176

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IIHS Crash Testing – Rivian R1S Access and Retrieval of Rivian EDR Data

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IIHS Crash Test - 2023 Rivian R1S (CEF2314)

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IIHS Crash Test - 2023 Rivian R1S (CEF2314)

40 mph

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IIHS Crash Test - 2023 Rivian R1S (CEF2314)

40 mph

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IIHS Crash Test - 2023 Rivian R1S (CEF2314) compared to subject crash vehicle

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The Crash

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2021 Toyota Highlander vs. 2023 Rivian R1S

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Specifications • Highlander

• Curb weight 4653 lbs. • 54 % front • 46 % rear

Rivian R1S

Canadian Vehicles Specifications 6982 lbs.

6878 lbs. 7295 lbs.

IIHS Crash Test - 2023 Rivian R1S (CEF2314)

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Pre-Crash Time (s) Speed (kp/h) Speed (mph) Brake Accelerator

ABS Front

ABS Rear

Stability Control Rudder Angle

-5

103

64.0

Off

Not Operating

-4.5

103

64.0

Off

Not Operating

-4

103

64.0

Off

Not Operating

-3.5

103

64.0

Off

Not Operating

-3

103

64.0

Off

Not Operating

-2.5

61.5

Not Operating

-2

53.4

Not Operating

-1.5

48.5

Not Operating

-1

41.6

Operating

140

-0.5

36.0

Operating

230

32.9

Operating

Engaged

240

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Longitudinal Delta-V X Direction Delta - V (Event + 0.0ms): 0 km/h X Direction Delta - V (Event + 10.0ms): 3 km/h X Direction Delta - V (Event + 20.0ms): 8 km/h X Direction Delta - V (Event + 30.0ms): 17 km/h X Direction Delta - V (Event + 40.0ms): 29 km/h X Direction Delta - V (Event + 50.0ms): 33 km/h X Direction Delta - V (Event + 60.0ms): 40 km/h X Direction Delta - V (Event + 70.0ms): 45 km/h X Direction Delta - V (Event + 80.0ms): 49 km/h X Direction Delta - V (Event + 90.0ms): 51 km/h X Direction Delta - V (Event + 100.0ms): 53 km/h X Direction Delta - V (Event + 110.0ms): 55 km/h X Direction Delta - V (Event + 120.0ms): 55 km/h X Direction Delta - V (Event + 130.0ms): 56 km/h X Direction Delta - V (Event + 140.0ms): 56 km/h X Direction Delta - V (Event + 150.0ms): 57 km/h X Direction Delta - V (Event + 160.0ms): 57 km/h X Direction Delta - V (Event + 170.0ms): 57 km/h X Direction Delta - V (Event + 180.0ms): 57 km/h X Direction Delta - V (Event + 190.0ms): 0 km/h X Direction Delta - V (Event + 200.0ms): 0 km/h X Direction Delta - V (Event + 210.0ms): 0 km/h X Direction Delta - V (Event + 220.0ms): 0 km/h X Direction Delta - V (Event + 230.0ms): 0 km/h X Direction Delta - V (Event + 240.0ms): 0 km/h X Direction Delta - V (Event + 250.0ms): 0 km/h

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

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Delta-V kph Delta-V mph 0 -3 -8 -17 -29 -33 -40 -45 -49 -51 -53 -55 -55 -56 -56 -57 -57 -57 -57 0 0 0 0 0 0 0

0.0 -1.9 -5.0 -10.6 -18.0 -20.5 -24.9 -28.0 -30.5 -31.7 -32.9 -34.2 -34.2 -34.8 -34.8 -35.4 -35.4 -35.4 -35.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Chart Title 0 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

Time

-10

-20

-30

-40

-50

-60

Delta-V kph

Delta-V mph

186

Lateral Delta-V Y Direction Delta - V (Event + 0.0ms): 0 km/h Y Direction Delta - V (Event + 10.0ms): 0 km/h Y Direction Delta - V (Event + 20.0ms): 0 km/h Y Direction Delta - V (Event + 30.0ms): 0 km/h Y Direction Delta - V (Event + 40.0ms): 0 km/h Y Direction Delta - V (Event + 50.0ms): 1 km/h Y Direction Delta - V (Event + 60.0ms): 2 km/h Y Direction Delta - V (Event + 70.0ms): 3 km/h Y Direction Delta - V (Event + 80.0ms): 4 km/h Y Direction Delta - V (Event + 90.0ms): 3 km/h Y Direction Delta - V (Event + 100.0ms): 3 km/h Y Direction Delta - V (Event + 110.0ms): 2 km/h Y Direction Delta - V (Event + 120.0ms): 1 km/h Y Direction Delta - V (Event + 130.0ms): 0 km/h Y Direction Delta - V (Event + 140.0ms): 0 km/h Y Direction Delta - V (Event + 150.0ms): 0 km/h Y Direction Delta - V (Event + 160.0ms): 0 km/h Y Direction Delta - V (Event + 170.0ms): 0 km/h Y Direction Delta - V (Event + 180.0ms): 0 km/h Y Direction Delta - V (Event + 190.0ms): 0 km/h Y Direction Delta - V (Event + 200.0ms): 0 km/h Y Direction Delta - V (Event + 210.0ms): 0 km/h Y Direction Delta - V (Event + 220.0ms): 0 km/h Y Direction Delta - V (Event + 230.0ms): 0 km/h Y Direction Delta - V (Event + 240.0ms): 0 km/h Y Direction Delta - V (Event + 250.0ms): 0 km/h

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

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Delta-V km/h Delta-V mph 0 0 0 0 0 1 2 3 4 3 3 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0

0.0 0.0 0.0 0.0 0.0 0.6 1.2 1.9 2.5 1.9 1.9 1.2 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Lateral Delta V 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250

Time

Delta-V km/h

Delta-V mph

187

https://rivian.com/legal/lawenforcement-data-requestguidelines

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https://rivian.com/legal/lawenforcement-data-requestguidelines

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LERT Portal

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https://rivian.com/legal/ civil-service-of-processand-third-party-datarequests

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https://rivian.com/legal/ civil-service-of-processand-third-party-datarequests

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Contact

Mike Stogsdill J.S. Held, LLC mike.stogsdill@jsheld.com 719-414-7438

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Title of the presentation Author name(s) and affiliation(s)

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Data from Airbag Modules Recovered from Car Fires and EEPROM Temperature Limits Based on Testing George Rayburn & Mike Stogsdill J.S. Held, LLC

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George Rayburn • BSEET from Metropolitan State University of Denver • ACTAR 3907 • ASE Master Automotive & Medium/Heavy Truck Technician • Employed with JS Held, formerly Kineticorp, since 2018 March 10-12, 2025

Accident Reconstructionist

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Ford Focus

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Pre-burn and Post-burn

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2011 Ford Fusion

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2011 Ford Fusion

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2012 Ford Focus

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2012 Ford Focus

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2005 Ford Taurus

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2005 Ford Taurus

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2005 Ford Taurus

2006 Chevrolet Cobalt SDM

2001 Chevrolet Cavalier SDM

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2005 Ford Taurus

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2005 Ford Taurus

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2005 Ford Taurus

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Download – 2001 Chevrolet Cavalier SDM • In Storage post fire for ~ 6 years • Imaged the module prior to the fire in 2019 and then again in 2025. • CDR Report generated without issue. • Compared with original baseline report – no data changes.

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2001 Chevrolet Cavalier SDM images Module – February 2019

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Module – February 2025

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2001 Chevrolet Cavalier SDM images Data – February 2019

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Data – February 2025

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2001 Chevrolet Cavalier SDM images Data – February 2019

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Data – February 2025

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2006 Chevrolet Cobalt SDM images Module – February 2019

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Module – February 2025

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Download – 2006 Chevrolet Cobalt SDM • In Storage post fire for ~ 6 years • Imaged the module prior to the fire in 2019 and then again in 2025. • CDR Report generated without issue. • Compared with original baseline report – no data changes.

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2006 Chevrolet Cobalt SDM images Module – February 2019

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Module – February 2025

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EEPROM Testing Data from Airbag Modules Recovered from Car Fires and EEPROM Temperature Limits Based on Testing

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Other Thermal EEPROM Testing

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Other Thermal EEPROM Testing

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Other Thermal EEPROM Testing

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Why only the EEPROM?

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2nd Generation Chevrolet Cobalt SDM

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Test 1 - 500°C Target Temperature 550

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Test 1 - 517°C / 963°F

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Test 2 - 450°C Target Temperature 500

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Test 4 - 700°C Target Temperature 800 750 700 650 600 550 500 450 400 350 300 250 200 150 100 50 0

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Test 5 - 650°C Target Temperature 700

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Test 6 - 550°C Target Temperature 600

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Test 7 - 500°C Target Temperature 550

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Test 8 - 450°C Target Temperature 500

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Test 9 - 400°C Target Temperature 450

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Raw data

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CDR Reports Data – February 2019

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Data – March 2025

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Test 3 - 700°C Target Temperature 300

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Case Study - 5768 Data from Airbag Modules Recovered from Car Fires and EEPROM Temperature Limits Based on Testing

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2019 Ford F150

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Subject RCM

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Subject RCM

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Subject RCM

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Exemplar RCM

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Memory

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X-ray Chip Comparison Subject RCM

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Chip Swap

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Chip Swap

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CDR Report

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Conclusion Data from Airbag Modules Recovered from Car Fires and EEPROM Temperature Limits Based on Testing

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Conclusions • The ACMs involved in car fires and subsequent firefighting efforts retained the impact-related data. This includes sitting dormant and untouched for about 6 years. • The EEPROM in the Cobalt Module withstood a peak temperature of 426° F during a car fire test

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Conclusions • The subject EEPROMs withstood temperatures almost 5x beyond the manufacturer’s rated operating range and retained data and the ability to communicate • The inability to communicate with the EEPROM appeared to be linked to the presence of physical thermal damage to the exterior of the EEPROM

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• Maximum temperature range for this EEPROM was between • ≥ 408°C / 767°F • ≤ 449°C / 840°F

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Further Testing Opportunities • Testing should be done using modules with other memory types. • DRAM • SRAM • Flash memory

• Are newer technology components more heat resistant? • What techniques exist for repairing chips with physical damage? March 10-12, 2025

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Contact George Rayburn JS Held, LLC grayburn@jsheld.com 303-954-4855

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Mike Stogsdill JS Held, LLC Mike.Stogsdill@jsheld.com 719-414-7438

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Analysis of the application of "nonstandard" (hacked) data retrieval tools Don Phillips National Forensic Engineers

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W. R. Rusty Haight Collision Safety Institute

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Don Phillips • Since 1990, A consultant in accident reconstruction, automotive engineering and crashworthiness, product liability • Worked with EDR Data in support of reconstruction and automotive crashworthiness since 2007 • Helped design, test, and validate airbag systems for two of the big three US car manufacturers as well as some European and Japanese manufacturers in the late 1980s up to 1990

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“Any data is good data” • Should we adopt the blanket notion that “any data is good data”? • If a set of data is illegally or improperly obtained, is it still “good data?” • Is data that can’t be subjected to objective testing be promoted as reliable data which can/should be used at trial? • If a set of data is unreliable or someone can’t demonstrate it is reliably applicable to a given crash/case, is it still “good data?” March 10-12, 2025

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How do we “all benefit”? • “… Jason Bayley, CEO of Collision Sciences in Toronto, has been working on adding Jaguar/Land Rover capability to his Crash Scan tool. He has several models and model years already reverse engineered and is working on the rest. He is also trying to get Jag/LR to give him the factory specs so he can support them all without the more time consuming reverse engineering and improve admissibility arguments. Since this is a work-in-progress Jason has not yet listed Jag/LR as officially supported by his tool, but he is far enough along that he authorized me to make this post sharing which model/model years on which they have success to date. … • …If anyone has sent a Jag/LR ACM to Europe and gotten back hex data and the interpretation of it, and you are willing to share them with Jason, I am sure you could speed up his reverse engineering – Anon, on line post (emphasis added) efforts which we could all benefit from. …”

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“Disclaimer” • Everything in this presentation is drawn from objective, publicly available information • Collision Sciences is, of course, free to conduct legitimate business • For those of us who have to rely on the data retrieved and translated being objectively reliable and supported, is “reverse engineered” (hacked) data, which is not supported by any OEM and can’t be objectively retested, the kind of thing we want to rely on in criminal or civil litigation?

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“Reverse engineering” – exclusion potential • How can the misinterpretation or misuse of reverse engineered data and a resulting decision excluding it be used to undermine legitimate crash data? • A judge decides “reverse engineered EDR data is unreliable and inadmissible” … by extension, in the right court after the “reinterpretation” by the right lawyer, we get to the more general “EDR data is unreliable and inadmissible” • Or at least back to where we were in ~2002-2005 where the translation reliability was routinely challenged

• Judge decides “if it can be reverse engineered, what’s to say someone can’t simply change the data so, therefore, how is it reliable at trial?”

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Legitimate data retrieval tools • The Bosch Crash Data Retrieval (CDR) Tool turned 25 on February 21, 2025 • First publicly offered for sale by Vetronix February 21, 2000

• Although there are those that would like to think Bosch has a “monopoly” on crash data retrieval, we forget that there are other tools available • The GIT tool for Hyundai and Kia • The Tesla EDR Tool • OEM specific/internal tools • Nissan • Jaguar Land Rover • Mercedes

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Data retrieval tools - generally • There is nothing prevent some other tool supplier to independently develop an alternative tool/system • With the help of an OEM for proper communication and data translation • If it made financial sense to that company

• For example, Autel could decide they want to make a CDR-type tool

• Would have to get licensing/cooperation from the OEMs (to do it right) • Would have to create a tool that would replace (and improve on) the function(s) of the Bosch tool that reaches back some 25+ years across a lot of OEM systems • Would have to evaluate the cost of developing that tool, then how many they could sell and at what price to get people to use their tool instead of the Bosch tool to offset their development costs and make a profit

• How big is the potential market for the tool such that it would justify someone else making the investment in developing a new CDR tool?

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“Proper communication and data translation” • There is nothing prevent some other tool supplier to independently develop an alternative tool/system • With the help of one or more OEMs for proper communication protocol and data translation

• From either a criminal or civil litigation perspective, do we want data associated with EDR technology secure and reliable or not? • But don’t existing regulations require the OEMs to give out the data translation specifics freely? • Does an OEM have to provide that translation data to “anyone?”

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“Capable of accessing and retrieving the data ” • “… 49CFR563.12 Data retrieval tools. • Each manufacturer of a motor vehicle equipped with an EDR shall ensure by licensing agreement or other means that a tool(s) is commercially available that is capable of accessing and retrieving the data stored in the EDR that are required by this part. The tool(s) shall be commercially available not later than 90 days after the first sale of the motor vehicle for purposes other than – 49CFR563.12 Event Data Recorders (emphasis added) resale. …” • Would you interpret this to say an OEM needs to give up the specs for a retrieval tool or details on how to build one and translate the data? March 10-12, 2025

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“Capable of accessing and retrieving the data ” • “… Article 4 – Data retrieval • “… 2.The vehicle manufacturer shall provide the type-approval authority and, at their request, any interested manufacturer or repairer of components, diagnostic tools or test equipment with information about how the event data can be accessed, retrieved and interpreted. …” – EU Regulation 2019/2144 (emphasis added)

• “… Information about how…” – would you interpret this to say an OEM needs to give up the detailed specs for a retrieval tool or details on how to build a tool and translate the data or just explain it can be done? • Q: How? • A:“With one of the tools we authorized from a supplier we work with”

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“Event Data Recorder System” - PRC • “… EDR data retrieval tool • Means an electronic tool consisting of the hardware and software which meets below functions and is used for read EDR record data: • - Make a connection to the vehicle’s connector meeting requirements defined in a connector meeting requirements defined in GB/T 34589GB/T 34589 - 20172017 Road vehicles - Diagnostic connector or the EDR controller; • - Read the EDR data; • - Authenticate the un-translated binary EDR record translated binary EDR record and save it as a file a file into a PC; • - Open and authenticate a saved, un-translated file(s) containing an EDR record(s) – GB39732- 202, PRC and translate it into a human readable report. ...”

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“Event Data Recorder System” - PRC • Unified data retrieval connector specified as part of GB/T 34589 2017 Road Vehicles diagnostic connector • Unified data retrieval dataset IDs • Unified data retrieval protocol

• Use diagnostic service 0x22 “ReadDatabyIdentifier“ in ISO 14229 “Road Vehicles unified diagnostic service” to retrieve EDR data

• Unified “data arrangement” (report)

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Responsive to the Chinese regulation • To comply with the Chinese regulation, OEMs… • Set up their ACMs to record the required data elements laid out in the PRC regulation • Set up their ACMs to make the specifically required data available in compliance with the PRC regulation • OEMs don’t necessarily make the same data (content, accessibility, or processing) accessible or retrievable in the same way for their cars sold outside China March 10-12, 2025

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As it relates to the Bosch CDR tool

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“UDR”

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Universal access? • The US regulation does not provide for unlimited, universal data access • The EU regulation says the OEMs tell a tool supplier “how” they can get the data where compliance could be as easy as saying “get this tool that we approved of and it will access and translate the data” • It would be a misinterpretation to think that the EU regulation specifies unlimited information regarding the communication process and specifics of data translation

• The Chinese regulation does specify a “universal” access and translation process for the required data elements • The OEM then make just that required data accessible in just that way

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An “overlap…?” • This is where we find the Collision Sciences CrashScan tool/system moving into a grey area between providing legitimate data access and a type of reverse engineering/hacking that… • Would violate the Bosch CDR Tool End User License Agreement where they had to misuse the Bosch software to reverse engineer a translation of data and… • Means that data retrieved using the CrashScan system would not only be less secure (from a litigation perspective) but open the door to accusations of “retrieved” data being altered by the morally flexible among us March 10-12, 2025

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CrashScan® “Non-standard" data retrieval tools

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Where did this all start? • When Vetronix introduced the CDR Tool in February, 2000 the application was limited (GM only) and the target market was an unknown quantity • There was no 49CFR563 (or other regulation) in place

• Bosch acquired Vetronix in about 2003

• By then the tool supported some Ford vehicles and the primary market was law enforcement and the “early adopter” private reconstructionists

• There was little obvious marketing of the CDR Tool to the insurance industry • But why?

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Industry Sciences

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Scott Palmer and Industry Sciences • From a 2004 article by Insure.com: • “… Injury Sciences LLC, based in San Antonio, and Vetronix Corp., based in Santa Barbara, Calif., are aiming to give every auto insurance claims adjuster the ability to decode the complex data that many air bags record during an automobile crash. This data will aid the adjuster in determining what kind of injuries may have occurred as a result of the accident, according to Scott Palmer, CEO of Injury Sciences. …” - http://www.insure.com/car-insurance/event-data-recorder.html accessed 9/10/2009

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Scott Palmer and Industry Sciences • From a 2004 article by Insure.com: • “… Palmer says his company's software, WrExpert (pronounced "reckspert"), will interface with Vetronix's crash data-grabbing technology to give claims adjusters insight into the following questions: What was the speed of a vehicle prior to impact? What was the severity of the impact? And, what injuries, if any, should be expected? WrExpert also can help insurers to root (-emphasis added) out fraud, he says. …” - http://www.insure.com/car-insurance/event-data-recorder.html accessed 9/10/2009

• A version of WrExpert is still used today by some insurers March 10-12, 2025

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Scott Palmer and Industry Sciences • From a 2004 article by Insure.com: • “… "WrExpert is the first product to my knowledge to allow a layperson to examine forensic science data," Palmer says. Traditionally, accident reconstructionists would piece together crash information. Claims adjusters now can have access to such information on their laptops, he says.. …” - http://www.insure.com/car-insurance/event-data-recorder.html accessed 9/10/2009

• And Palmer even patented the process

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US Patent 7974808 (application 4/2008) • “… Methods and apparatus for using black box data to analyze vehicular accidents • …Disclosed are methods and apparatus for using black box data to analyze vehicular accidents. The methods include obtaining information from an event data recorder associated with a vehicle and using the data obtained therefrom in determining and analyzing the vehicular accident. Attributes to be analyzed include impact severity, change in velocity, and other desired parameters. Further disclosed are methods to securely communicate the downloaded black box information to a secure location for later analysis and processing. …” Inventors: Smith; Darrin A. (San Antonio, TX), Palmer; Scott (San Antonio, TX) Assignee: Injury Sciences LLC (San Antonio, TX)

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Patent 7974808 details • “… A computer-implemented method for assessing impact severity of an accident involving a vehicle, comprising: receiving black box information obtained from an event data recorder of the vehicle at a computer system remote from the vehicle, the black box information comprising at least one of a preimpact speed of the vehicle and a change in velocity of the vehicle; determining in the computer system the impact severity of the vehicle and a second vehicle, by modeling the impact severity in the computer system using the black box information, including performing a simulation to generate a distribution from simulation values including at least one of the pre-impact speed and the change in velocity; and outputting the impact - United States Patent: 7974808 severity from the computer system. …” March 10-12, 2025

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Scott Palmer and the Insurance industry

Injury Sciences presentation to insurers by Scott Palmer, 2005

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Scott Palmer and the Insurance industry

Injury Sciences presentation to insurers by Scott Palmer, 2005

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Scott Palmer and the Insurance industry • Palmer would present at insurance conferences (i.e.: IASIU) and suggest that, while using the CDR Tool to get crash data was of enormous benefit to the insurers, the insurers “didn’t want the liability” of collecting the data themselves and should hire Injury Sciences to retrieve and then interpret the data for them • There was really never much of a definitive explanation of what that potential “liability” was … or wasn’t • Reinforced his claim of being the “… Only provider of OEM event data recorder or “black box” data harvesting network (in 37 states) and desktop evaluations for claims professionals …” March 10-12, 2025

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Scott Palmer and the Insurance industry • In December 2012, CCC Information Services acquired Injury Sciences • The WrExpert subsequently offered through CCC Information Services

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WrExpert example – Toyota 4Runner • Insured vehicle (Ford EcoSport) was pulling out from a stop for oncoming traffic • The claimant (4Runner) supposedly changed lanes as the insured began to make a turn • Claimant (4Runner) says they swerved to avoid turning insured vehicle but was hit on the side • Crash is described as a “t-bone” (there is damage to the side…)

• Delta-V and injury potential analysis obtained using the “WrExpert Pro Injury Causation Software” based on body shop estimates, no retrieved EDR data

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WrExpert example – Toyota 4Runner

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WrExpert example – from repair estimates • WrExpert software delta-V estimates and injury potential

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WrExpert example – from repair estimates • WrExpert software estimated the delta-V for the 4Runner as 7-13mph and • The PDOF as 2-3 o’clock or acting basically right-to-left into 4Runner

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Toyota 4Runner EDR data • The Bosch CDR Tool retrieved data from the 4Runner shows that the effect of the crash to the side starting as a “Side” event and developing into a “Rollover”

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Toyota 4Runner EDR data • Side event data

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Front Door

C Pillar

ACM

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Comparison WrExpert analysis • Change in Velocity: 7 13 (Low to Moderate) • Direction Of Impact: 2 3 o'clock

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Analysis of EDR data • At the ACM, delta-V of about -2 mph over the short duration • PDOF visually not 2-3 o’clock

• No longitudinal data from this event

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WrExpert caveats • No detained or specific assessment of injury potential in the WrExpert report • The delta-V is described only as “low to moderate”

• “… The output generated in this report, while based on reasonable biomechanical and engineering probability, is based solely on the information referenced herein. The assessment for injury potential is based on the injury tolerance of an individual capable of withstanding the biomechanical forces imposed by ordinary activities of daily living. • … This analysis should not be used as the sole basis for claims decisions and should be considered in the context of all available information in this matter. …” -emphasis added March 10-12, 2025

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From Injury Sciences to Collision Sciences • The Injury Sciences (WrExpert) approach was to access and retrieve data using the Bosch (Vetronix) CDR Tool or use body shop estimates alone and then generate an analysis and general predict severity (i.e.: “moderate”) • When there was data retrieval it was by way of the OEM-based Bosch CDR Tool

• The Collision Sciences approach is to shift the access and retrieval step to their CrashScan “tool” followed by the implementation their own AI-driven process for evaluating the data and adding additional “eye wash” to their report/output

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The CrashScan report – or, “what do I get for $300?” “Non-standard" data retrieval tools

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What is CrashScan/Collision Sciences? • Collision Sciences is…

• “… is a global technology and information provider that enables insurance carriers and corporations significant financial and operational benefits through scaled access and intelligent application of vehicle “black box” pre-crash data, biomechanical injury severity risk data, diagnostic repair data, and reconstructed motor incident data. …”

• The Collision Sciences CrashScan tool is…

• Hardware: OBD II connectivity using the commercially available OMDLinkMX+ Bluetooth scantool and • Software: the CrashScan mobile phone app from Collision Sciences

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OMDLinkMX+ Bluetooth “scantool” • A company separate from Collision Sciences

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The CrashScan app • The CrashScan from Collision Sciences app interface

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The CrashScan app • The software interface from Collision Sciences

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The CrashScan app • The software interface from Collision Sciences

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