Requiring a subscription violates the right to repair. Even for backwater places where the right to repair isn't enshrined in law (like the usa), people still know what the right to repair is, and often refuse to use a paid service what what ought to have been included in the base price.
Well you see, requiring companies to let farmers fix their own tractors is Socialism. And the USSR had "socialist" in the name, so Socialism bad. In the big, beautiful Land of the Free(tm) they don't do Socialism because that's commie shit.
The American Way is to let corporations fuck you over in any way that increases profits. Sure, they have the least efficient healthcare system in the world, ineffectual public education, massive wealth disparity, crumbling national infrastructure, and a different school shooting every week.
not sure what's socialist about it. farming is a weird sector though (and a small one; crucial, of course)
>the least efficient healthcare system in the world
and the most advanced healthcare
>ineffectual public education
actually it's better than most rich countries after controlling for race/ethnicity
that said, healthcare, education, and most of all housing are massively far from free markets, they're the most regulated parts and it's hard to innovate. the more free you make those markets, the better they'll get.
>massive wealth disparity
because, and this is no exaggeration, we are way fucking wealthier than almost anything except oil-rich Norway and tiny Luxembourg. it's a lot easier to have disparity when some grasses grow tall.
>crumbling national infrastructure
depends; California and New York yes, Texas no
>and a different school shooting every week
not that often but this is an american pathology yeah
Oh that's simple. Both Tesla and John Deere are bad guys.
And yes. I am happy to expand that list to literally every other manufacturer you have in mind. They are all bad guys too. If manufacturers were altruistic good guys, they would need no regulation.
When I bought my current car, it came with an owners manual--for free!!
I can grab any data I want from the OBD port. The hardware was cheap, the software to use it is, again, free.
I'm not excited about this brave new world where you have to pay a subscription fee to plug a cable into a device you own and interact with it, and even less excited there are people here defending the idea.
This is actually pretty widespread on newer models. There are cars for which you need a subscription costing thousands of dollars every year to put your parking brake into "maintenance mode", without which you can't fix your own brakes.
Like others have said: Tesla is the bath guy here. I'm pretty sure most people are focused on the other ways Tesla has been fing around that they just haven't gotten this far down the list.
Also, there's something special about tractors. Their owners (farmers) are both willing and capable of repairing tractors, in general, so John Deere is demonized for taking that ability away. Where as Tesla's owners are comfortable not changing their own oil, so "less" was taken away. (Yes, I know Tesla doesn't have engine oil, don't get hung up on that)
Because in agriculture you are absolutely expecting to be able to repair stuff yourself.
I work on a project related to it and was absolutely surprised at how the company gave instructions to the clients to help them fix their machines (stuff I wouldn't be able to do myself).
Having a non-working machine can mean big $$ lost everyday.
I read a post sometime in the last 6 months about the hot business in Saskatchewan or Manitoba selling older, completely unconnected John Deere tractors because farmers found the subscription based service for connected ones to be expensive and unhelpful. Basically a net loss. This wired post seems to be payola I mean a direct rebuttal to that post as well as the behavioral wave because it's probably impacting bottom lines
The worlds most popular tractor brand (Mahindra) doesn't even crack the top 5 in the US.
If American farmers wan't the most repairable tractor, they should just buy the one that is used in poorer, less-connected regions of the world. Those are built for durability and repairability.
$200 per machine per year. You use to just buy the manual and you had it forever. Farms sit on 1-2% profit margins on average but with a 30% swing in potential yield. They don't like subscription services because their yearly income is unreliable at best and they don't have any margin to waste on bs they might not use.
My Subaru needs an oil change every 6 months... it takes a few minutes. It does NOT remind me and I don't have to reset a computer. Life is simple, life is good.
My more $$$ German car needs a service once a year. It reminds me. The actual oil change is easy, but THEN I have to reset the computer!! Not so easy. That needs special software. I bought a pirated package from China. They need a subscription too. Otherwise, I must take it to an "authorized" garage... more $$$. And all of this before there are actual problems to fix...
When you pay $$ for a big machine, you SHOULD get everything you need to keep it operational, indefinitely. No separate software packages, no subscriptions, etc. Maybe you need to download something on your tablet/laptop and buy a cable... but that should be it. That would be the law if I was the emperor! (No no no, I don't want to be elected president, stupid job. I said Emperor dammit.)
I've always been a bit confused about the right to repair debate, especially as it concerns John Deere equipment. I don't own any "new" John Deere products, but I do have a few pieces circa ~2010. Perhaps my experience is out of date.
Here's how it's always worked for me:
1. A code comes up on the computer.
2. A. The problem is self evident. Or;
2. B. I search online and find the problem. Or;
2. C. I search online and find the diagnostics manual, which I use to find the problem. Then I have diagnostics manual pdf forever, and can use this in the future.
3. A. I search online and find the parts diagram. Or;
3. B. I search my dealers website and find the parts diagram.
4. I order the part.
5. I install the part.
Has something changed with newer equipment that prevents farmers from doing this?
The parts talk to each other and verify each other's serial numbers and refuse to work if they don't match, and none of the documents you referenced exist.
Newer Deere equipment has a lot of components that have to be adapted using DSA - turbo actuators, various hydraulic sensors, various suspension leveling sensors, fuel injectors, interior displays, and anything SCR related are the big ones. Basically, any sensor that needs a calibration step or triggers an emissions code, or a few intentionally vehicle locked modules (ECM).
Interesting. I just finished with a thorny hydraulics problem on a 9870 Combine. It turned out to be a faulty sensor. Part of my troubleshooting involved buying a new sensor, and swapping out each sensor in the system one by one with the new unit until I was sure they were all working correctly. No calibration needed. When i do need to calibrate a system i can do it all from the onboard computer.
That's why I won't touch new equipment with a ten foot pole. I buy old stuff and then end up having to do major rebuilds. I realize this is somewhat of a luxury, and damn is it nice.
In the last calendar year, this is basically the highlights (routine maintenance excluded):
On my Kubota L3010 I added remote hydraulics so I had to take all the bodywork apart. Discovered some rust, put about 20hr of panel beating, welding, and paint into the floor pan (NLA part, unfortunately). About 20hr after I got it all back together it started leaking hydraulic fluid from the clutch housing. So I get the privilege of doing all that disassembly again to split the tractor and replace the front driveshaft seal (suspected). It's a minor leak, so far, so this might wait a few years.
The 1998 12V 2nd gen Dodge is its own saga--new transmission, clutch, a bunch of paint work. Rebuilt the entire interior. Currently working on cleaning up wiring in the engine bay, killer dowel pin fix, fixing oil leaks from the injector pump gasket and vac/power steering pump, serp belt, crank balancer, etc. Still need to drop the fuel tank and replace the sending unit, as well as re-seal the axles.
My 1995 Land Cruiser just got new plugs, distributor cap/rotor, belts, crank balancer, front main seal, oil pump o-ring, etc. Should be good until next summer.
My 1999 Benz got some new A/C o-rings, all the low pressure fuel lines replaced, some rust repair (welding, panel beating, paint, undercoating, etc) on the front right jackpoint. All new stainless brake lines (https://www.linestogo.com/ 100% will buy from these guys again). This car is kind of sacrificial, eventually its engine (OM606) is going in the Land Cruiser in front of a purpose-built NV4500 transmission. If the rust doesn't get it first (ski bus duty), I'll probably shred the 722.6 by turning up the engine too much.
So it's not a small amount of work. But no reverse engineering is required. I can just read a book and follow the instructions therein and do literally anything that needs to be done on those vehicles.
Fiddling around the way a casual working on their own car would isn't economically viable at scale. Labor use needs to be more efficient than that. Even if you can swap the right parts fast, lots of new stuff requires "permission" to install various hardware. Like some random make might not let you install a steering rack or something.
Why would you pay extra for some website the company could just take away from you on a whim? I have the bound paper repair manuals for my 1998 Dodge truck, my 1995 Toyota, and my 2002 Kubota tractor. Nobody can arbitrarily take those away. Why can't companies these days just print a shop manual and be done with it?
>Why can't companies these days just print a shop manual and be done with it?
They would be losing money without overpriced repairs. That's why they lobby so hard against right to repair.
Even with some kind of right to repair it still seems they're trying to keep you hooked on their resources.
But as you said, service manual + schematics would be great for some people. But companies will fight tooth and nail against it. They lose control over obsoleting older products.
So the author is looking at one third of the problem (from the perspective of an IT worker), in a comfortable stage-managed experience put on by Deere themselves. A sensor with a disconnected cable - a five minute visual inspection would have also diagnosed the problem!
I'm quite comfortable with computers. And yet when working on my own vehicles, anything that mentions "use the manufacturer software" is avoided unless it's impossible not to. For example my experience using Honda HDS:
1. Spend hours installing Windows in a VM, HDS software from dodgy forums (to avoid the even dodgier "cloud" offering), running an ethernet cable 75 feet outside to where I was working - when my goal was to have my hands dirty fixing the car.
2. Massively slow scan times. We're talking 20 minutes sitting there initializing its understanding of the bus by probing every device every time the software starts up. The software starts up a lot because every time it hits some unexpected condition it needs to be restarted. Every time you choose a different option to check something about another subsystem, the software needs to be restarted. Every time you need to check if you've made a permanent or temporary change, it needs to be restarted. Every time you actually get your hands dirty and make some change on the car, it needs to be restarted. And so on. Companies view these tools as pure cost centers, making it so embedded developers DGAF about any kind of robustness or polish.
3. No actual description of what can be set, or theories of operation of any hardware device. The best you get is references from procedures in service manuals designed to be blindly followed, and the corresponding button in the software that runs some black box procedure.
4. Along with that, the chance of touching a lot of things you don't really want to be touching! HDS made me reenter the VIN number every time it started up (which remember, is often), and I think this was actually writing the VIN number somewhere! I entered it wrong once and it appeared that I had actually changed something.
Now obviously Deere is not Honda, but I don't see a reason to expect this would be any better. And of course this is not even touching:
> Prices start at an annual cost of $195 per individual machine
All this overhead adds up when you're working on one or two vehicles in a personal-bespoke capacity. I'm never going to reach for that software again unless I absolutely have to, even though I know in theory it can tell me a lot in one central place. I'd rather simply model a vehicle's computers as black boxes. I'm sure if you're a Honda tech you develop a model of how the software works, what steps of the procedures to batch and when to pause and check things over, etc. But from an individual perspective where I've got one car to fix rather than one every day? It's utter trash.
Adding digital control networks to vehicles increases their inherent complexity. This is unavoidable, similar to adding any new system (eg ABS, 4WD, emissions controls themselves, etc). I think mechanics could respect that, if it weren't bundled with a whole bunch of unnecessary/accidental complexity including top-down surveillance/control. Knowing a thing or two about technology and engineering, what would I actually expect?
1. PDF documentation with thorough bus diagrams. For every node on the bus, documentation from its manufacturer - its theory of operation, the settings it has, the messages it reads from and reports to the bus, additional message/register definitions for what can be read by diagnostic tools. Everything that you'd get if these were DIP switches and LEDs rather than CAN messages.
2. Machine-readable descriptions of CAN PDUs published by the manufacturer themselves. All the message/register/etc definitions documented in the above files, in a well-defined format ready for use by third party tooling.
3. Third party libre software with the usual `make && make install` install path (ie easily incorporated into every operating environment) that uses those definitions to display bus messages in symbolic form, as well as craft new messages to tickle device functionality.
I think that about covers it - there isn't actually much here, it just needs to be documented! I know interacting with digital vehicle networks would still be frustrating for many, but people would eventually get over it and even embrace it - it should be more convenient to have the computers display what they're reading rather than having to work around them. Checking the computers first would become standard procedure if the tooling weren't so infuriating.
(For more context my own tractor is a Kubota with HP under the Tier IV threshold. I earnestly wish it did have a DPF - less shit to breathe in and less black crap coating my loader. But not at the cost of dealing with the current "state of the art" computer controls! I've also heard horror stories about long term Deere parts availability)
> The agricultural machine manufacturer has a subscription service that lets owners repair their own equipment. Why is barely anybody using it?
Because it doesn't address the actual problem.
The problem the company has is not making enough money. It addresses that problem.
The funny thing about that problem is that it is unsolvable.
We're seeing "it's never enough" play out right in front of our eyes.
3 replies →
That’s the companies problem.
The farmers problem is the company is squeezing too much money out of them.
There is no single solution to both problems.
4 replies →
[dead]
Requiring a subscription violates the right to repair. Even for backwater places where the right to repair isn't enshrined in law (like the usa), people still know what the right to repair is, and often refuse to use a paid service what what ought to have been included in the base price.
A subscription for the right to repair your own machine seems completely insane to me. How is this a thing that is allowed?
Well you see, requiring companies to let farmers fix their own tractors is Socialism. And the USSR had "socialist" in the name, so Socialism bad. In the big, beautiful Land of the Free(tm) they don't do Socialism because that's commie shit.
The American Way is to let corporations fuck you over in any way that increases profits. Sure, they have the least efficient healthcare system in the world, ineffectual public education, massive wealth disparity, crumbling national infrastructure, and a different school shooting every week.
But at least they're not socialists.
not sure what's socialist about it. farming is a weird sector though (and a small one; crucial, of course)
>the least efficient healthcare system in the world
and the most advanced healthcare
>ineffectual public education
actually it's better than most rich countries after controlling for race/ethnicity
that said, healthcare, education, and most of all housing are massively far from free markets, they're the most regulated parts and it's hard to innovate. the more free you make those markets, the better they'll get.
>massive wealth disparity
because, and this is no exaggeration, we are way fucking wealthier than almost anything except oil-rich Norway and tiny Luxembourg. it's a lot easier to have disparity when some grasses grow tall.
>crumbling national infrastructure
depends; California and New York yes, Texas no
>and a different school shooting every week
not that often but this is an american pathology yeah
Never has a man of straw been so completely eviscerated. An absolute massacre. Bravo.
A lot of vehicle manufacturers don't even give you access to their repair/diagnostic software even if you want to pay.
Tesla for example lets you pay to access their diagnostic software, so why is John Deere the bad guy here?
Oh that's simple. Both Tesla and John Deere are bad guys.
And yes. I am happy to expand that list to literally every other manufacturer you have in mind. They are all bad guys too. If manufacturers were altruistic good guys, they would need no regulation.
15 replies →
When I bought my current car, it came with an owners manual--for free!!
I can grab any data I want from the OBD port. The hardware was cheap, the software to use it is, again, free.
I'm not excited about this brave new world where you have to pay a subscription fee to plug a cable into a device you own and interact with it, and even less excited there are people here defending the idea.
33 replies →
This is actually pretty widespread on newer models. There are cars for which you need a subscription costing thousands of dollars every year to put your parking brake into "maintenance mode", without which you can't fix your own brakes.
Like others have said: Tesla is the bath guy here. I'm pretty sure most people are focused on the other ways Tesla has been fing around that they just haven't gotten this far down the list.
Also, there's something special about tractors. Their owners (farmers) are both willing and capable of repairing tractors, in general, so John Deere is demonized for taking that ability away. Where as Tesla's owners are comfortable not changing their own oil, so "less" was taken away. (Yes, I know Tesla doesn't have engine oil, don't get hung up on that)
1 reply →
Because in agriculture you are absolutely expecting to be able to repair stuff yourself.
I work on a project related to it and was absolutely surprised at how the company gave instructions to the clients to help them fix their machines (stuff I wouldn't be able to do myself).
Having a non-working machine can mean big $$ lost everyday.
Real life isn't as simple as the one in fairy tales, there's usually more than one villain.
Tesla is the bad guy too.
Whataboutism. Two evils are still evil.
I read a post sometime in the last 6 months about the hot business in Saskatchewan or Manitoba selling older, completely unconnected John Deere tractors because farmers found the subscription based service for connected ones to be expensive and unhelpful. Basically a net loss. This wired post seems to be payola I mean a direct rebuttal to that post as well as the behavioral wave because it's probably impacting bottom lines
The worlds most popular tractor brand (Mahindra) doesn't even crack the top 5 in the US.
If American farmers wan't the most repairable tractor, they should just buy the one that is used in poorer, less-connected regions of the world. Those are built for durability and repairability.
Mahindra's line up tops out at 71 horsepower. Americans use 400-800 horsepower row croppers towing 36 row planters.
2 replies →
$200 per machine per year. You use to just buy the manual and you had it forever. Farms sit on 1-2% profit margins on average but with a 30% swing in potential yield. They don't like subscription services because their yearly income is unreliable at best and they don't have any margin to waste on bs they might not use.
For a large commercial operation, $200/year is nothing, but it's enough to hurt the smaller guys.
$200/year, now.
My Subaru needs an oil change every 6 months... it takes a few minutes. It does NOT remind me and I don't have to reset a computer. Life is simple, life is good.
My more $$$ German car needs a service once a year. It reminds me. The actual oil change is easy, but THEN I have to reset the computer!! Not so easy. That needs special software. I bought a pirated package from China. They need a subscription too. Otherwise, I must take it to an "authorized" garage... more $$$. And all of this before there are actual problems to fix...
When you pay $$ for a big machine, you SHOULD get everything you need to keep it operational, indefinitely. No separate software packages, no subscriptions, etc. Maybe you need to download something on your tablet/laptop and buy a cable... but that should be it. That would be the law if I was the emperor! (No no no, I don't want to be elected president, stupid job. I said Emperor dammit.)
I've always been a bit confused about the right to repair debate, especially as it concerns John Deere equipment. I don't own any "new" John Deere products, but I do have a few pieces circa ~2010. Perhaps my experience is out of date.
Here's how it's always worked for me:
1. A code comes up on the computer.
2. A. The problem is self evident. Or;
2. B. I search online and find the problem. Or;
2. C. I search online and find the diagnostics manual, which I use to find the problem. Then I have diagnostics manual pdf forever, and can use this in the future.
3. A. I search online and find the parts diagram. Or;
3. B. I search my dealers website and find the parts diagram.
4. I order the part.
5. I install the part.
Has something changed with newer equipment that prevents farmers from doing this?
The parts talk to each other and verify each other's serial numbers and refuse to work if they don't match, and none of the documents you referenced exist.
Newer Deere equipment has a lot of components that have to be adapted using DSA - turbo actuators, various hydraulic sensors, various suspension leveling sensors, fuel injectors, interior displays, and anything SCR related are the big ones. Basically, any sensor that needs a calibration step or triggers an emissions code, or a few intentionally vehicle locked modules (ECM).
Interesting. I just finished with a thorny hydraulics problem on a 9870 Combine. It turned out to be a faulty sensor. Part of my troubleshooting involved buying a new sensor, and swapping out each sensor in the system one by one with the new unit until I was sure they were all working correctly. No calibration needed. When i do need to calibrate a system i can do it all from the onboard computer.
What a systemic downgrade in capabilities.
4 replies →
Some newer equipment has no service manual available.
It's a subscription, with a DRM system so you have to use their app to browse the manual, and you can't print/save more than a couple pages per month.
That's why I won't touch new equipment with a ten foot pole. I buy old stuff and then end up having to do major rebuilds. I realize this is somewhat of a luxury, and damn is it nice.
In the last calendar year, this is basically the highlights (routine maintenance excluded):
On my Kubota L3010 I added remote hydraulics so I had to take all the bodywork apart. Discovered some rust, put about 20hr of panel beating, welding, and paint into the floor pan (NLA part, unfortunately). About 20hr after I got it all back together it started leaking hydraulic fluid from the clutch housing. So I get the privilege of doing all that disassembly again to split the tractor and replace the front driveshaft seal (suspected). It's a minor leak, so far, so this might wait a few years.
The 1998 12V 2nd gen Dodge is its own saga--new transmission, clutch, a bunch of paint work. Rebuilt the entire interior. Currently working on cleaning up wiring in the engine bay, killer dowel pin fix, fixing oil leaks from the injector pump gasket and vac/power steering pump, serp belt, crank balancer, etc. Still need to drop the fuel tank and replace the sending unit, as well as re-seal the axles.
My 1995 Land Cruiser just got new plugs, distributor cap/rotor, belts, crank balancer, front main seal, oil pump o-ring, etc. Should be good until next summer.
My 1999 Benz got some new A/C o-rings, all the low pressure fuel lines replaced, some rust repair (welding, panel beating, paint, undercoating, etc) on the front right jackpoint. All new stainless brake lines (https://www.linestogo.com/ 100% will buy from these guys again). This car is kind of sacrificial, eventually its engine (OM606) is going in the Land Cruiser in front of a purpose-built NV4500 transmission. If the rust doesn't get it first (ski bus duty), I'll probably shred the 722.6 by turning up the engine too much.
So it's not a small amount of work. But no reverse engineering is required. I can just read a book and follow the instructions therein and do literally anything that needs to be done on those vehicles.
The parts have to be unlocked with like a DRM system to work.
Fiddling around the way a casual working on their own car would isn't economically viable at scale. Labor use needs to be more efficient than that. Even if you can swap the right parts fast, lots of new stuff requires "permission" to install various hardware. Like some random make might not let you install a steering rack or something.
The term "Self-Repair Service" already sounds so wrong.
Thank you John Deere... I just miss the "sponsored" next to the article title.
A more accurate title would be “Farmers Aren’t Bought”, as in “bought by John Deere”, like this author is.
WJW, what a blatant John Deere PR piece.
Even by modern WIRED's low standards of journalism, Boone Ashworth has managed to be subterranean.
This article seems a little condescending. They are neither a mechanic nor a farmer, as they say, and from there it just sort of goes off the rails.
You shouldn't need to subscribe to a monthly or yearly payment to fucken repair shit.
Why would you pay extra for some website the company could just take away from you on a whim? I have the bound paper repair manuals for my 1998 Dodge truck, my 1995 Toyota, and my 2002 Kubota tractor. Nobody can arbitrarily take those away. Why can't companies these days just print a shop manual and be done with it?
>Why can't companies these days just print a shop manual and be done with it?
They would be losing money without overpriced repairs. That's why they lobby so hard against right to repair.
Even with some kind of right to repair it still seems they're trying to keep you hooked on their resources.
But as you said, service manual + schematics would be great for some people. But companies will fight tooth and nail against it. They lose control over obsoleting older products.
How did you come to the conclusion that they would lose money without repairs? I can't find any specific breakdown of their revenues for that segment.
1 reply →
they want to lock you in to oem parts because otherwise people might use their tractor for 30 years before buying a new one
same reason car dealerships want you to only go to them for maintenance
Not just eom parts, also OEM service.
Which is a huge problem when you live in bum fuck nowhere like many farmers.
1 reply →
[dead]
> I’m not a mechanic or a farmer
So the author is looking at one third of the problem (from the perspective of an IT worker), in a comfortable stage-managed experience put on by Deere themselves. A sensor with a disconnected cable - a five minute visual inspection would have also diagnosed the problem!
I'm quite comfortable with computers. And yet when working on my own vehicles, anything that mentions "use the manufacturer software" is avoided unless it's impossible not to. For example my experience using Honda HDS:
1. Spend hours installing Windows in a VM, HDS software from dodgy forums (to avoid the even dodgier "cloud" offering), running an ethernet cable 75 feet outside to where I was working - when my goal was to have my hands dirty fixing the car.
2. Massively slow scan times. We're talking 20 minutes sitting there initializing its understanding of the bus by probing every device every time the software starts up. The software starts up a lot because every time it hits some unexpected condition it needs to be restarted. Every time you choose a different option to check something about another subsystem, the software needs to be restarted. Every time you need to check if you've made a permanent or temporary change, it needs to be restarted. Every time you actually get your hands dirty and make some change on the car, it needs to be restarted. And so on. Companies view these tools as pure cost centers, making it so embedded developers DGAF about any kind of robustness or polish.
3. No actual description of what can be set, or theories of operation of any hardware device. The best you get is references from procedures in service manuals designed to be blindly followed, and the corresponding button in the software that runs some black box procedure.
4. Along with that, the chance of touching a lot of things you don't really want to be touching! HDS made me reenter the VIN number every time it started up (which remember, is often), and I think this was actually writing the VIN number somewhere! I entered it wrong once and it appeared that I had actually changed something.
Now obviously Deere is not Honda, but I don't see a reason to expect this would be any better. And of course this is not even touching:
> Prices start at an annual cost of $195 per individual machine
All this overhead adds up when you're working on one or two vehicles in a personal-bespoke capacity. I'm never going to reach for that software again unless I absolutely have to, even though I know in theory it can tell me a lot in one central place. I'd rather simply model a vehicle's computers as black boxes. I'm sure if you're a Honda tech you develop a model of how the software works, what steps of the procedures to batch and when to pause and check things over, etc. But from an individual perspective where I've got one car to fix rather than one every day? It's utter trash.
Adding digital control networks to vehicles increases their inherent complexity. This is unavoidable, similar to adding any new system (eg ABS, 4WD, emissions controls themselves, etc). I think mechanics could respect that, if it weren't bundled with a whole bunch of unnecessary/accidental complexity including top-down surveillance/control. Knowing a thing or two about technology and engineering, what would I actually expect?
1. PDF documentation with thorough bus diagrams. For every node on the bus, documentation from its manufacturer - its theory of operation, the settings it has, the messages it reads from and reports to the bus, additional message/register definitions for what can be read by diagnostic tools. Everything that you'd get if these were DIP switches and LEDs rather than CAN messages.
2. Machine-readable descriptions of CAN PDUs published by the manufacturer themselves. All the message/register/etc definitions documented in the above files, in a well-defined format ready for use by third party tooling.
3. Third party libre software with the usual `make && make install` install path (ie easily incorporated into every operating environment) that uses those definitions to display bus messages in symbolic form, as well as craft new messages to tickle device functionality.
I think that about covers it - there isn't actually much here, it just needs to be documented! I know interacting with digital vehicle networks would still be frustrating for many, but people would eventually get over it and even embrace it - it should be more convenient to have the computers display what they're reading rather than having to work around them. Checking the computers first would become standard procedure if the tooling weren't so infuriating.
(For more context my own tractor is a Kubota with HP under the Tier IV threshold. I earnestly wish it did have a DPF - less shit to breathe in and less black crap coating my loader. But not at the cost of dealing with the current "state of the art" computer controls! I've also heard horror stories about long term Deere parts availability)
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