CVE-2025-32058 in Infotainment System ECU
Summary
by MITRE • 02/15/2026
The Infotainment ECU manufactured by Bosch uses a RH850 module for CAN communication. RH850 is connected to infotainment over the INC interface through a custom protocol. There is a vulnerability during processing requests of this protocol on the V850 side which allows an attacker with code execution on the infotainment main SoC to perform code execution on the RH850 module and subsequently send arbitrary CAN messages over the connected CAN bus.
First identified on Nissan Leaf ZE1 manufactured in 2020.
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Analysis
by VulDB Data Team • 02/20/2026
The vulnerability CVE-2025-32058 represents a critical security flaw within the automotive infotainment ecosystem of Nissan Leaf ZE1 vehicles from 2020 model year. This issue stems from the integration of Bosch's Infotainment ECU which employs a RH850 microcontroller module for CAN communication purposes. The system architecture creates a complex attack surface where the infotainment main system on the V850 side communicates with the RH850 module through a proprietary INC interface protocol. The vulnerability manifests during the processing of requests transmitted through this custom protocol implementation, creating a pathway for privilege escalation and cross-module code execution. This represents a fundamental breakdown in automotive cybersecurity boundaries where the isolated domains of infotainment and vehicle control systems become interconnected through flawed protocol handling.
The technical flaw exists within the V850 side processing logic of the custom INC protocol implementation, specifically in how it handles incoming requests from the infotainment main SoC. This vulnerability enables an attacker who has already achieved code execution within the infotainment system to escalate privileges and execute arbitrary code on the RH850 module itself. The attack vector leverages the inherent trust relationship between the infotainment system and the RH850 module, where legitimate communication pathways become attack vectors for unauthorized code injection. This flaw directly relates to CWE-121 and CWE-122 categories, representing stack-based buffer overflow conditions and heap-based buffer overflow conditions that allow for code execution control. The vulnerability essentially creates a chain reaction where compromise of one system component leads to complete control over the vehicle's CAN bus communication infrastructure.
The operational impact of CVE-2025-32058 extends far beyond simple data theft or system disruption, as it fundamentally undermines vehicle safety and security. Once an attacker achieves code execution on the RH850 module, they gain the capability to send arbitrary CAN messages over the vehicle's connected CAN bus, potentially enabling remote vehicle control, disabling safety systems, or manipulating critical vehicle functions. This vulnerability presents a severe risk to automotive cybersecurity frameworks as it demonstrates how insufficient input validation and privilege separation in automotive embedded systems can create attack paths that bypass traditional security boundaries. The attack scenario follows a typical privilege escalation pattern where local code execution on the infotainment system leads to remote code execution on the vehicle control module, aligning with ATT&CK techniques for privilege escalation and lateral movement within automotive environments.
Mitigation strategies for this vulnerability must address both the immediate code execution risk and the broader architectural security concerns within automotive systems. Vehicle manufacturers should implement strict input validation and boundary checking mechanisms within the INC protocol implementation to prevent malformed requests from causing code execution. The security architecture requires enhanced isolation between the infotainment system and control modules through hardware-level security boundaries and runtime protection mechanisms. Additionally, regular firmware updates and security patches should be implemented to address similar vulnerabilities across the automotive supply chain. The vulnerability highlights the need for automotive cybersecurity standards such as ISO/SAE 21434 and SOTIF (Safety of the Intended Functionality) compliance, ensuring that automotive systems undergo proper security risk assessment and mitigation throughout their lifecycle. Network segmentation and monitoring of CAN bus communications should be implemented to detect anomalous behavior indicative of exploitation attempts.