You have paid for the car, collected the keys and parked your purchase outside your home. Yet part of the vehicle remains elsewhere: on the manufacturer’s servers, in a service contract or behind an “activate” button. The software-defined car promises to improve over time. It also raises a very tangible question: who decides what it can still do after it has been sold? Looking ahead to September 2026, this report draws on facts known through December 2025; any developments considered beyond that date are forward-looking assessments.
A car delivered, but never quite finished
In traditional car manufacturing, functions were largely fixed at the factory. New equipment often meant a new component. With the software-defined vehicle, or SDV, more centralized computing units and a connected architecture allow more aspects of its operation to be changed through programming: displays, charging, energy management and driver assistance. Not all models achieve this degree of integration, despite marketing terminology that has become ubiquitous.
The benefits are real. A fix can arrive without a workshop appointment; a route planner can become more useful; some settings can evolve following initial user feedback. Tesla popularized this approach, which many manufacturers now follow. But the technical ability to deliver updates is no guarantee of continuous improvement. The hardware must still keep up, development must continue and the manufacturer must consider the work profitable.
Updates: between maintenance and remote control
An over-the-air update can fix a vulnerability just as easily as move a familiar control. For drivers, these changes do not carry the same weight. Fixing a safety defect seems necessary; changing an interface or removing compatibility involves a different judgment. Yet consent screens rarely distinguish these issues as clearly as a repair estimate.
Autopilot recalls in the United States, particularly the one announced by Tesla in late 2023, illustrate this new process: an action officially classified as a recall can be handled through software, without every vehicle having to visit a workshop. That does not make the problem virtual. Authorities can subsequently examine whether the fix is sufficient. A download is a means of repair, not proof that everything has been resolved.
Cybersecurity is also strengthening the manufacturer’s role. In the European Union, requirements stemming from UN Regulations R155 and R156 govern cybersecurity and software update management, respectively, for the vehicle categories concerned. Their extension to all relevant new vehicles since July 2024 requires documented processes. However, it gives owners neither an unlimited right to modify the software nor a universal promise of support throughout the vehicle’s lifetime.
Subscriptions redefine what “equipped” means
Navigation with live traffic requires up-to-date data and infrastructure: a recurring payment can be understandable. The reasoning becomes more questionable when a function relies mainly on hardware already installed. Drivers then see a seat, a camera or a piece of equipment they have physically purchased, but whose use still depends on commercial authorization.
BMW experienced this with heated seats offered by subscription in certain markets, before abandoning the model in 2023. That episode did not spell the end of paid services. It revealed a boundary of acceptability: customers readily distinguish between an ongoing service and a lock placed on onboard equipment. Manufacturers continue to explore software activations and digital offerings, with their scope varying by country and model.
The list price is therefore no longer enough to compare two cars. Buyers need to examine trial periods, renewal rates and the consequences of cancellation. An option may be tied to the vehicle, the user account or a fixed term. In the used-car market, this distinction becomes crucial: what works during the test drive will not necessarily transfer to the buyer.
The real blind spot: the end of support
A vehicle can remain usable long after its generation of electronics has become outdated. The risk is not necessarily that the entire car will stop working one morning. It is more gradual: an abandoned app, less reliable charging information, unavailable remote controls or a modem that is no longer compatible with networks. The shutdown of older mobile networks has already shown that automotive connectivity does not last forever.
A manufacturer’s disappearance or financial difficulties make this dependency more visible. Fisker’s bankruptcy in 2024 notably made the continuity of services and software maintenance a concern for owners. This does not mean that all connected cars will become unusable. Rather, the episode is a reminder that a durable product can depend on a fragile organization.
At the point of purchase, the useful question is therefore a precise one: how long will each service and each category of fixes be provided? A blanket answer about “included connectivity” is not enough. Security maintenance, maps, the app and new features need to be distinguished. Looking toward 2026, this transparency could become as tangible a factor in residual value as the battery warranty.
Repairers face digital barriers
For independent garages, the challenge is no longer limited to obtaining a part. Replacing a component may require pairing, authenticated access or an online procedure. These barriers can protect against theft and unsafe work. They can also create costly dependencies when tools, permissions or information are difficult to access.
European law already provides independent operators with access to repair and maintenance information under the vehicle type-approval framework. But the existence of a right does not guarantee a seamless experience: access fees, technical formats and authorization requirements remain decisive. Competition now plays out as much in the diagnostic portal as on the vehicle lift.
Largely applicable since September 12, 2025, the European Data Act provides an additional lever for accessing and sharing data from connected products, subject to conditions. It neither opens up source code across the board nor grants an automatic right to reprogram a car. It could nevertheless facilitate some competing services, provided the accessible data is genuinely usable and both security and personal data are protected.
Taking back control before signing
The contract should make it possible to answer a few simple questions:
- Which functions remain usable without a subscription or connection?
- Do activated options stay with the vehicle when it is resold?
- What software maintenance period is stated in writing?
- Can an independent garage diagnose and replace the components concerned?
- What happens to each service if its infrastructure shuts down?
What now? By September 2026 and beyond, the focus could shift from the race to add features toward guarantees of continuity. Brands able to make verifiable commitments, preserve offline operation and facilitate repairs would have a lasting selling point. The software-defined car does not spell the end of ownership; it requires clarity about what ownership includes, how long it lasts and who will be able to maintain the vehicle in the future.
