Modern cars rely on software spread across electronic control units (ECUs), infotainment and connectivity systems, driver-assistance features, and the infrastructure that manages updates. It can affect how a vehicle operates, communicates, reports faults, and receives new or revised features. The exact software inventory and update options depend on the vehicle; there is no single software package or universal update path.
What does car software control?
Vehicle software is distributed rather than housed in one central program. Some runs on ECUs inside the vehicle; other software belongs to infotainment, connected services, phone apps, or the systems used to prepare and deliver updates. Those components may interact, but they are not interchangeable: an app or cloud service is not the same thing as software running on a vehicle ECU.
| Area | What software does there | What to consider |
|---|---|---|
| Powertrain and body systems | Runs functions associated with powertrain and body controllers. | Changes may affect vehicle operation and may require safety or type-approval assessment. |
| Driver assistance and automated driving | Supports driver-assistance and automated-driving functions. | These functions depend on electronics, sensors, and computing, making cybersecurity relevant to safe operation. |
| Infotainment and connectivity | Provides in-car digital and connected functions. | Connectivity adds interfaces and potential routes through which systems must be protected. |
| Diagnostics | Supports vehicle fault reporting and diagnostic functions. | A fault code can point to a system issue, but it does not by itself establish that the cause is a software defect. |
| Update infrastructure | Prepares, distributes, and tracks software-update packages. | It includes engineering and delivery systems beyond the software already installed in the vehicle. |
How much software is in a car?
UNECE reported in 2020 that cars contained up to 150 ECUs and about 100 million lines of software code. It projected that the code total could rise to 300 million lines by 2030. These are UNECE’s broad figures and projection, not a verified count for every car or a current inventory of any particular model.
The ECU count and code estimate describe scale, not a simple measure of capability or quality. A vehicle’s software is spread across distinct functions and components, so a line count alone does not show which features a car has, how well they work, or how long their maker will support them.
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How do car software updates work?
An over-the-air (OTA) update is a software package delivered remotely. Some updates may instead require a wired connection or a dealer visit; the available route depends on the vehicle and the update. Whatever the delivery method, an update is an engineering process, not merely a file download.
UNECE Regulation No. 156 establishes requirements for software-update management. In outline, a manufacturer must:
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- Identify the vehicles targeted for an update and verify the software identity and compatibility.
- Assess whether the update affects safety or legally approved parameters, including relevant type-approval considerations.
- Protect the update package’s integrity and authenticity during delivery.
- Ensure sufficient power and safe conditions for execution.
- Provide for recovery if an update fails, inform the user, and document the process.
ISO 24089:2023 sets out engineering requirements and recommendations for vehicle software updates. Its scope includes vehicles, vehicle systems, ECUs, infrastructure, and the assembly and deployment of update packages; it also addresses work by manufacturers, suppliers, subsidiaries, and partners. The standard formalizes engineering work around updates; it does not mean every vehicle can receive every update remotely.
Can an update make a car safer or add features?
Software changes can revise vehicle functions, and updates may address safety-related issues or enable features. But whether a particular update does so depends on its content, the affected vehicle and systems, and the applicable approval requirements. The existence of an update option is not evidence that a vehicle is safer, more capable, or better supported in every respect.
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For updates that could affect safety or legally approved parameters, UNECE R156 calls for assessment and controlled execution. Owners should follow the vehicle maker’s instructions about eligibility, preparation, timing, and what to do if an update fails. Whether an update can be installed at home or only through a service channel is vehicle-specific.
Why is cybersecurity part of vehicle safety?
Connected and automated vehicles depend on electronics, sensors, computing, and connections to systems outside the vehicle. That creates an attack surface that can include external networks, backend servers, mobile interfaces, sensors, and in-vehicle communication buses. A cybersecurity weakness can therefore matter to vehicle functions, not only to infotainment or personal data.
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UNECE’s cybersecurity framework calls for manufacturers to manage risk across the vehicle lifecycle: assess threats, design and implement mitigations, monitor for issues, respond to incidents, and retain evidence that protections work. NHTSA’s 2022 cybersecurity best-practices update is non-binding U.S. guidance informed by agency research, industry standards, and public comments. NHTSA describes cybersecurity as critical to the safe deployment of connected and automated vehicle technologies.
UNECE cited automotive cybersecurity investment of USD 4.9 billion in 2020 and USD 9.7 billion in 2030. The latter is a 2030 figure cited as a projection, not a reported 2030 result. Investment totals indicate industry attention, but do not establish that any particular vehicle or brand is secure.
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What should buyers and owners compare?
There is no universal software score that captures a car’s features, safety, support, and privacy. For a particular vehicle, compare these points using its documentation and the manufacturer’s current information:
- Function: Which systems use software—infotainment, powertrain, assistance features, connectivity, or diagnostics?
- Safety relevance: Which functions can affect vehicle operation, and how are changes assessed?
- Update route: Are updates delivered by dealer, wired connection, OTA, or more than one method?
- Cybersecurity governance: What lifecycle risk-management and incident-response processes does the manufacturer describe?
- Data and privacy: What data do connected services or apps handle, and what controls or disclosures apply?
- Interoperability: Which vehicle systems, services, or external interfaces must work together?
- Support period: How long will software and connected services be supported? Do not assume a support term unless it is stated for the vehicle or service.
- Jurisdiction: Which regulatory rules apply where the vehicle is sold or operated? UNECE regulations’ implementation and applicability vary by jurisdiction.
For technical comparisons, distinguish vehicle-level software from ECU firmware, cloud services, mobile apps, and update-management systems. They have different roles and may have different maintenance and security arrangements.
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