Aftermarket computer-chip modifications could become a thing of the past

Looking to improve performance? The answer is simple, right? Just install a computer chip. Unfortunately, this straightforward scenario looks like it may cloud up for awhile; at least temporarily. This is because vehicle technology is changing once again. Vehicle manufacturers "OEMs" are now installing non-removable chips known an "EEPROMs" or "Flash EEPROMS" which use a different method for reprogramming than the older EPROM chips and can he more easily secured to prevent "unauthorized" access to the computer code. This is the "sealing the hood" effect you may have heard about. As was the case previously, the chip changes are primarily the result of stricter emissions laws and increased consumer demand for features such as electronic transmission control and traction control, etc. The difference is this time the OEMs are making it more difficult to change the computer to compensate for any changes or modifications made to the vehicle after it leaves the factory. Basically, the OEMS feel that their: necks are on the line to warranty the vehicle’s performance, including, emissions, for not only the warranty: period (up to 120,000 miles for,: trucks) but for its "useful life" as well. The law essentially requires that the OEMS do this because they are subject to recalls end/or higher warranty costs if the vehicles fail to perform adequately. As a result, the OEMs would prefer it if we left our vehicles in the stock configuration. To help ensure this, they have begun installing these new types of computer chips as part of the on-board diagnostic (ORB) systems required on new vehicles. The OEMs believethey’d have a better chance of ensuring minimal vehicle failures since fewer changes/modifications would or could occur.

Obviously, there are a few problems with eOEMs assumption. First of all, history has shown that the vehicle manufacturers don’t always get it right the first time. The plethora of running changes, "field fixes", technical service bulletins, "goodwill policies" and recalls are proof of this. OEM concerns over warranty costs for modified vehicles are particularly suspect since modifications account for a miniscule number when cornpared to the overall total. Anyone who has had a dealer try to deny warranty coverage due to the presence of a modification (even though it is illegal to do so unless the modification caused the problem) can attest to this. Likewise, concerns over recalls are a non-issue; recalls are based on "typical" vehicles, not vehicles which have been modified (modifications are considered "atypical" since they are relatively rare).

Perhaps the most troubling aspect of all is that the new chips make it harder to modify your vehicle. How? The new computer chip technology is not as easy to work with unless you have the right equipment and information to do so. Unfortunately, the,OEMs do not want to make the information or equipment available to aftermarket performance-products manufacturers, nor are they currently required to do so. While it is still possible to develop a performance product for a vehicle equipped with a newer OBD system, it will be considerably harder and more expensive to do so in many cases.

Furthermore, the new OBD systems are much more sensitive to changes in the vehicle – unless they are recalibrated to compensate for the changes made there is a greater risk that problems could occur later. This may limit your choices as far as what parts will be available. Costs could also rise if there is less competition or the OEMs are the only ones who can offer certain parts because they're the only ones with the information and equipment needed to design and develop them.

Several aftermarket manufacturers report they are close to being able to recalibrate/reprogram the new types of chips via the same way method they use with the older chips; despite the lack of the necessary info they need from the OEMs. Whether or not the proposed products can remain compatible with the new OBD/OBD-II systems (for the useful life of the vehicle) remains to be seen, We better hope that they can because the OEMs definitely want to keep recalibration capability to themselves; as much as is possible anyway.Clearly, the OEMs, and for that matter government regulators such as the

California Air Resources Board (CARB) and the U.S. Environmental Protection Agency (EPA), don't want parts manufacturers or consumers to be able to do this. However, groups such as the Specialty Equipment Market Association (SEMA) have been negotiating with CARB, EPA and the OEMs to try to reach a compromise which would allow recalibration by "authorized third parties" such as parts manufacturers.Consumers will almost certainly be prohibited from doing their own recalibration work; either by law or by lack of knowledge. Hopefully, it will still be possible to buy a "third party" calibration in whatever form it may take, once the provider of that calibration has been authorized to sell it for the intended application. If this is not allowed, you can kiss performance parts goodbye for the most part, since only the OEMs will be able to offer them. Products which allow consumers to do their own recalibration will probably be developed for use on these new vehicles even though they will likely only be legal for use on race cars or off-road vehicles.

The regulators want it that way, so do the OEMs. And they are putting all kinds of safeguards in to see that it happens – they’ve thought of just about all the ways that people currently get around the system and they’ve taken measures to eliminate these. loopholes in the future.

Fortunately, the fight isn’t over yet neither for groups such as SEMA nor for people who want to modify their vehicles. As long as there are cars on the road, people will seek to tweak their performance. Whether or not the process stays "user friendly" remains to be seen.