It certainly depends on the architecture: If you hack the radio, can you send communications to the brakes or the steering? And if you can, what can you do with them? Hackability tied to a vehicle’s technology According to the introduction of their paper: Contemporary automobiles consist of a number of different computer components called Digital Control Units. Each automobile contains from 20-100 of the products, with each ECU getting responsible for a number of particular features of the vehicle. For example, there is an ECU for seatbelt tightening, one for monitoring the tyre angle, one to measure if a passenger is usually in the motor car, someone to control the Ab muscles system, and so on. Some ECUs also talk to the outside world, Valasek and Miller said in their paper, along with the internal vehicle network.Related StoriesFirst individual of U.S. Manufacturers who can completely integrate their safety data source and the digital filing procedure stand to advantage the most. That is a logical outcome since FDA, together with the EU and Japanese industry and regulators, myself included, designed the digital criteria in the International Conference on Harmonization. This should make safety reporting less complicated and more consistent globally – ultimately improving individual safety at lower cost. A win-win. Those companies not doing this already now have to move quickly to create a validated electronic reporting program either in-house or externally. We use among the leading adverse events reporting systems on a hosted platform to handle these requirements at virtually a fraction of the expense of what it would normally cost a business to implement its own system.