It has now been three months since SERMI launched in the UK on 1 April 2026, and the picture on the ground is becoming much clearer. Since that launch, Opus IVS has seen a steady increase in the number of security-related remote service jobs being requested, and it’s encouraging to see a growing number of customers already SERMI-approved or actively considering it.
In the run-up to launch, we covered the wave of manufacturer support behind the scheme, from Mercedes-Benz joining SERMI and the Volvo Group’s rollout, to the moment 19 brands signed up within days of each other, and our own accreditation as a SERMI remote service supplier. Now that the scheme is live and bedding in, it’s a good moment to share what we’re actually seeing from the workshop floor.
A smooth process, when manufacturers get it right
As with anything new, there have been some teething problems, mostly centred on how individual vehicle manufacturers have implemented SERMI within their own applications. Where a manufacturer’s implementation is solid, though, the process works seamlessly.
In practice, that looks like this: a SERMI-approved technician in the customer’s workshop creates an authorisation link in the Digidentity app and sends it to Opus IVS by text. Our remote service technician opens the link and scans the QR code with their own Digidentity app, which passes the authorisation across. From there, the Opus IVS technician is ready to carry out the remote service and scan the SERMI barcode once it’s presented by the vehicle manufacturer’s application or tool.
Do you actually need to be SERMI approved?
This is the question we’re asked most often, and the honest answer is: it depends on the type of work your garage takes on. If you’re mostly performing servicing or mechanical maintenance, you probably don’t need SERMI right now. But if your garage is taking on complex diagnostic work involving regular coding or programming tasks, it’s definitely worth considering.
We’re increasingly seeing vehicle manufacturers require control modules to be on the same software level before they’ll allow software updates or coding of new parts. A simple example: a job might call for a transmission update, but the OE tool checks the software level of other systems first and finds that the engine ECU and body controller are also out of date and need updating. The body controller is a security-related part, so SERMI is required to complete that part of the job.
The real sting in the tail is that the OE tool often only reveals these dependent components after the job has already begun, which can leave a workshop with a car stuck mid-programme because the coding couldn’t be completed in full.
Hidden dependencies and a widening definition of “security-related”
This is a good illustration of the invisible links that exist between modern vehicle systems. We’re also seeing another trend: the list of systems vehicle manufacturers classify as “security-related” is growing, and it now varies considerably between brands. Components not traditionally thought of as security-related, such as ABS or even HVAC, are increasingly being brought into scope.
As vehicle complexity continues to increase, likely, the requirement for SERMI approval will only grow from here, extending into areas of the workshop that haven’t previously needed it.
Find out more
If you haven’t already, our complete SERMI guide for independent garages is a good starting point for understanding the scheme and how to apply. You can also find out more directly at sermi.co.uk.