Cardog turns raw vehicle data into facts you can check: VIN decode, market price, recalls, and what the car's own modules report. Insurers, dealers, manufacturers and the public bodies that register vehicles all use it. We're a small team and every engineer owns a whole area.
Data
- Data Platform Engineer (Remote). Own the datasets: government files, manufacturer filings, dealer listings, signals from the vehicle. Decide which source wins when two disagree, and be able to prove it. SQL first, entity resolution, tens of millions of rows. Postgres, TypeScript, Workers, R2.
- VIN Decode Engineer (Remote). Own decode accuracy. Read manufacturer filings line by line, write the patterns, and test them against millions of real VINs. For people who are obsessive about correctness. TypeScript, Postgres.
Design
- Design Engineer (Remote). Own the component library and the screens built on it. Dense data, and making uncertain or missing values look uncertain. You design in the browser and you merge it yourself. React, Next.js, Tailwind.
- Founding Engineer, Dealer Platform (Toronto / Remote). First engineer on software for dealer groups. Time in stores, then ship it the same week. Strong Postgres, multi-tenant.
Business
- Account Executive (Toronto / Remote). Enterprise and public-sector sales cycles measured in quarters. Run technical first calls alone and pull your own numbers in SQL.
- Policy & Standards Lead (Ontario). Represent us in the consultations and standards bodies writing the rules for vehicle data. Closer to counsel than comms.
Field
- Hardware Engineer, Vehicle Interface (Toronto). Own the diagnostic-port device: board, firmware, enclosure, from bench to a unit on a dealer lot. C or Rust, CAN at the frame level, UDS/ISO-TP against real cars.
- Forward Deployed Engineer (Ontario). Take named accounts from the first meeting to a running system. TypeScript, SQL, and some time under dashboards.
Apply on the page (each role takes applications in place) or write to [email protected].
Hi Sam,
Dense vehicle data visualization done right is an art. I have sent an email to [email protected] with live examples of Tailwind/Next.js data tables handling 50K+ rows!
Should credit the authors of the Verifiable Credential library. The vendor isnt the one to credit here.
Digital verification is going to matter a lot more for objects we own rather than the objects that proxy for that (currently the main function of an ID). Identity fraud is only problematic because ownership is tied to a loose record of SIN/DL.
Having a physical medium represent ownership just shifts the burden to the state and allows for social engineering and fraud to persist.
Two different things are getting called "car data" here.
Facts about the car: VIN, spec, recall status, odometer. Attested by someone other than the owner. Outlives every owner and the owner is the last to have it, if at all.
Facts about the driver: speed, location, timestamp. Thats what GM sold, the fix is to not collect it but OEMs seem to take 'anonymization' approach.
The DRIVER act treats both as the same which is why it fails to fix anything. The second needs a ban. The first needs the opposite - especially as we take the driver out of the vehicle - an authoritative record of the vehicle. How do we expect AVs to have adoption when the only safety certification is the company's press release?
Your mileage went from VW->telematics vendor->broker->carfax, thats the chain it usually follows. The fuse stops it but the real issue is the owner is the only one without the record.
You could probably find some interesting info if you send out some privacy requests through the chain. LexisNexis and Verisk are consumer reporting agencies, so they have to provide you a disclosure on request. Start there.
Is there usually a fuse that just turns off the telemetry? I would be surprised if that is the case. I could see the design being "if you turn this fuse off to turn off telemetry, you'll also lose these functions: ..." and if they did it "right" they'd make the car non-functional.
My car is from 2011 and I do wonder if there is any telemetry in it.
Just looked up my 2016 Toyota. My car has no telemetry module, and for cars that do there are companies that sell harnesses that plug into the module, terminating the antennas and/or cutting power without affecting anything else
There’s probably a fuse to turn off the cellular radio that transmits the data. Whether that’s all it covers may vary from car to car. Or in some models it’s probably possible to just disconnect the radio entirely.
Yeah an electrical fuse for telemetry seems really odd. Even without malice it would be strange if disconnecting power to some part of the computer only affected telemetry.
I could see a fuse for cellular comms, be presumably that would also disable maps, contacting emergency services in an accident, etc. which might be an acceptable tradeoff.
My Ford has a dedicated fuse for accessory packages that include the modem. Mine doesn't have any other options that share that fuse so it is functionally the telemetry fuse.
Telemetry is usually a standalone module. Heres one off a 26 Hyundai Palisade --
Telematics (DCU)
Part num: 96510P9100 firmware (OTA updatable) 01F.7.CAN.3.000.18.714.9
Its only job is to detect harsh acceleration and brake events. Probably being sold to your insurer.
So I first read this comment and thought is looked like AI and thought I’d give the benefit of the doubt. Then I saw this where there is no doubt: https://news.ycombinator.com/item?id=49687774
I thought, I wonder if it’s the same guy? Sure enough.
If I take your two sentence comment and remove one sentence it also is non-sensical. Stop removing context.
>Your mileage went from VW->telematics vendor->broker->carfax, thats the chain it usually follows. The fuse stops it but the real...
Prior commentary advised removing the fuse to stop the telemetry. This comment points out that the chain of information flow precludes the owner of the car.
>the real issue is the owner is the only one without the record
I don't understand what "the record" is referring to here. The mileage is presumably still on the odometer of the car. So what is "the record" that the owner does not have and how is that causing the owner an issue?
You have to read it in context with what it is referring to, and perhaps to know a little bit about the issue. In that respect, it's like a lot of conversations around here.
I read this as:
"Removing the fuse that provides power to the telematics module can stop data collection from a vehicle, but the real issue is that the putative owner is the only one who isn't instantly privy to all of the collected data."
In any case, the complaint above was obviously about AI usage, and there are a lot of good reasons to use AI for editing your words, starting with (for example) if you're not a native speaker.
We're the system of record for the Canadian vehicle: raw automotive data turned into facts that can be checked. Our open-source VIN decoder sits underneath a government vehicle registry.
Some of what's interesting:
- A government registry, a manufacturer's own filing, a listing site and an insurance record will describe the same truck four different ways, and nothing in any of those files says they're the same truck. Reconciling that, for every vehicle in the country, in a way that holds up when a regulator asks how you know, is most of the data work.
- Seventeen characters on a door frame encode manufacturer, plant, model year and build attributes — badly, inconsistently, and differently per manufacturer. Public reference data covers some of it. The rest gets worked out from filings, recall documents, and patterns inferred across millions of vehicles.
- We read vehicles directly over OBD-II now. Forty modules answered on a recent Hyundai, each reporting its own part number and installed software version. Nothing downstream of the VIN moves when a module is reflashed, so no registration, history report or dealer system knows what software is actually in a car.
Cardog | Toronto, ON | Remote/Hybrid (Canada) | Full-time
AI-powered automotive platform — we’re building the infrastructure layer for vehicle data, from VIN decoding to market intelligence, powering government and public-sector vehicle programs.
Looking for: Automotive experience, Full-Stack, AI/ML, Data Engineers (public-sector/govtech experience a plus)
Cardog | Toronto, ON | Remote (Canada) | Full-time
AI-powered automotive platform — we're building the infrastructure layer for vehicle data, from VIN decoding to market intelligence.
Looking for: Automotive experience, Full-Stack, AI/ML, Data Engineers
not sure what PocketOS does or why your whole dataset would be a single volume without a clear separation between application and automotive data. how are you decoding VINs?
Makes me wonder also about multi-tenancy. If all customer information is in single volume. How big risk they put on their customers on their most business critical and proprietary data to leak other competitiors?
Cardog | Toronto | Full Stack Engineer | In-person
We build automotive software. We work with dealerships on ad-hoc projects, websites, and pricing tools. We also run consumer facing products - a web app for vehicle shopping, research and market data, and a mobile app.
Right now we're building EV battery health diagnostics - connecting to a car's BMS over CAN bus, pulling cell voltages and state of health, generating reports. Mix of hardware and software.
Small company with real clients and real revenue. One engineer. Looking for a second who wants to own things e2e.
Cardog turns raw vehicle data into facts you can check: VIN decode, market price, recalls, and what the car's own modules report. Insurers, dealers, manufacturers and the public bodies that register vehicles all use it. We're a small team and every engineer owns a whole area.
Data - Data Platform Engineer (Remote). Own the datasets: government files, manufacturer filings, dealer listings, signals from the vehicle. Decide which source wins when two disagree, and be able to prove it. SQL first, entity resolution, tens of millions of rows. Postgres, TypeScript, Workers, R2. - VIN Decode Engineer (Remote). Own decode accuracy. Read manufacturer filings line by line, write the patterns, and test them against millions of real VINs. For people who are obsessive about correctness. TypeScript, Postgres.
Design - Design Engineer (Remote). Own the component library and the screens built on it. Dense data, and making uncertain or missing values look uncertain. You design in the browser and you merge it yourself. React, Next.js, Tailwind. - Founding Engineer, Dealer Platform (Toronto / Remote). First engineer on software for dealer groups. Time in stores, then ship it the same week. Strong Postgres, multi-tenant.
Business - Account Executive (Toronto / Remote). Enterprise and public-sector sales cycles measured in quarters. Run technical first calls alone and pull your own numbers in SQL. - Policy & Standards Lead (Ontario). Represent us in the consultations and standards bodies writing the rules for vehicle data. Closer to counsel than comms.
Field - Hardware Engineer, Vehicle Interface (Toronto). Own the diagnostic-port device: board, firmware, enclosure, from bench to a unit on a dealer lot. C or Rust, CAN at the frame level, UDS/ISO-TP against real cars. - Forward Deployed Engineer (Ontario). Take named accounts from the first meeting to a running system. TypeScript, SQL, and some time under dashboards.
Apply on the page (each role takes applications in place) or write to [email protected].