"NASTF has no opinion on Right to Repair (R2R) issues," Gorman said.  "Some statements by people associated with NASTF may not represent NASTF." 

 
Gorman's remarks resolved the confusion between the R2R controversy and the basic mission of NASTF, which is to "facilitate the identification and correction of gaps in the availability and accessibility of automotive service information, training, diagnostic tools and equipment, and communications to automotive service professionals."

NASTF Administrative Director Mary Hutchinson introduced NASTF's new brochure and reviewed the current activities of the NASTF general committee.  "We are encouraging service industry people to become more involved by volunteering to help verify the service information process," she said.

Service Information Committee Co-chairs Steve Douglas and Dave Zwalina discussed continuing complaints about the cost of information.  "While our objectives are to open dialogue between OEs and independents to address gaps in service information and equipment, it is beyond the scope of NASTF to deal with pricing, parts availability, minimum Environmental Protection Agency (EPA) system requirements, hotline information, and diagnostic procedures and terminology," Douglas said.

Gorman reported that the Equipment and Tool Committee is making progress with several import manufacturers on missing information issues. 

 
"Reprogramming is the committee's primary issue, with attention being focused on the ability of the J2534-1 and J2534-2 series of aftermarket reprogramming tools to respectively deal with emissions and non-emissions repairs," he said.  "Tools and equipment issues are positively going in the right direction."  He also reported that little activity had taken place on the Collision Committee.

 
Current Communication Committee Co-chairs John Cabaniss and Margaret Beck listed public relations activities that include updating the NASTF Web site information, developing the new NASTF brochure, and a continuance of press releases. 

 
"Because reprogramming is one of the top issues, we decided to add a reprogram section to the NASTF Service Information Matrix," Cabaniss said.  "The most frequent questions include which modules are programmable, how to determine recalibration updates for specific vehicles, how to get recalibration information, and what equipment is required to reprogram vehicles."

Regarding interest in NASTF service information, "Web site activity rose from about 1,000 visits in December of 2006 to about 15,000 visits in 2007," Cabaniss said.

Vehicle Security Committee (VSC) Co-chairmen Mark Saxonberg of Toyota, representing auto manufacturers, and shop Owner Dave Lanspeary, representing the independent sector, reported that the Associated Locksmiths of America (ALOA) had set up communications with four participating auto manufacturers to draft insurance and bonding contracts for participating shops.

The National Insurance Crime Bureau will work with insurance issues, they said, adding that the California Locksmiths Association will be involved with bonding issues specific to California's new vehicle security legislation.  All locksmiths and repair shops will be included in the Automotive Security Professional Registry, which is part of NASTF's Secure Data Release Model, they said.

"Any locksmith or repair shop can participate," Lanspeary said, "but equipment, bonding, and insurance costs will deter most shops from becoming involved with key-making issues."

 
In brief, a locksmith must file a signed statement from a vehicle owner permitting him to make new keys.  Immobilizer access software will be included in all original equipment (OE) scan tools but can be accessed only by entering a code provided by the vehicle manufacturer.  The vehicle manufacturer will monitor all security transactions and have the ability to deny a shop or employee further immobilizer access if theft or fraud is detected.

Following Wednesday's NASTF general meeting, the VSC met on Nov. 1 to complete negotiations on bonding and insurance issues.  During a follow-up interview on Nov. 9, Lanspeary said, "Four years ago, we were told that we would never have access to vehicle security information; now we're near completing the process."

 
"We're basically waiting on the lawyers to approve the bonding and insurance contracts," he said.  "Fourteen automakers are now on board, which is one-half of the total number.  Right now, the future looks bright for immobilizer access because there is more agreement than disagreement."