Fisker went bankrupt and owners built an open source car company from the ashes
Fisker went bankrupt and owners built an open source car company from the ashes
Fisker 破产后，车主们从废墟中建立了一家开源汽车公司
Fred Lambert | May 16, 2026 - 10:21 am PT
When Fisker Inc. filed for Chapter 11 bankruptcy in June 2024, it left roughly 11,000 Ocean SUV owners holding the keys to vehicles that cost them anywhere from $40,000 to $70,000 — and that were rapidly losing the software brains that made them work. No more over-the-air updates. No more connected services. No more warranty. The manufacturer was dead. 2024 年 6 月，当 Fisker Inc. 申请第 11 章破产保护时，大约 11,000 名 Ocean SUV 车主手中拿着价值 4 万至 7 万美元的车辆钥匙，而这些车辆正在迅速失去维持其运行的“软件大脑”。没有了无线更新（OTA），没有了联网服务，也没有了保修。这家制造商已经名存实亡。
What happened next is one of the most remarkable stories in the history of the electric vehicle industry. Instead of accepting that their cars would become rolling paperweights, Fisker Ocean owners organized, reverse-engineered their vehicles’ proprietary software, hacked into CAN bus networks, built open-source tools on GitHub, and effectively stood up a volunteer-run open-sourced car company from the ashes of Fisker. 接下来发生的事情是电动汽车历史上最引人注目的故事之一。Fisker Ocean 的车主们没有接受他们的汽车变成“移动的镇纸”，而是组织起来，对车辆的专有软件进行了逆向工程，破解了 CAN 总线网络，在 GitHub 上构建了开源工具，并有效地在 Fisker 的废墟之上建立了一家由志愿者运营的开源汽车公司。
From $70,000 SUVs to orphans overnight
从 7 万美元的 SUV 到一夜之间的“孤儿”
The speed of Fisker’s collapse was staggering. The company, once touted as a Tesla rival that had secured over 31,000 Ocean reservations totaling $1.7 billion in potential revenue, produced just 11,000 vehicles before the money ran out. Bankruptcy filings revealed more than $1 billion in debts. Fisker 倒闭的速度令人震惊。该公司曾被吹捧为特斯拉的竞争对手，获得了超过 31,000 份 Ocean 预订，潜在收入总计 17 亿美元，但在资金耗尽前仅生产了 11,000 辆汽车。破产文件显示其债务超过 10 亿美元。
We had reviewed the Ocean in late 2023 and found the hardware genuinely attractive — but the software was simply not ready for prime time. The irony of that headline — “Coming soon, in a future software update” — now reads like an epitaph. Those future updates never came from Fisker. They came from the owners themselves. 我们在 2023 年底评测过 Ocean，发现其硬件确实很有吸引力，但软件根本没有达到成熟水平。那个标题——“即将推出，在未来的软件更新中”——现在读起来就像是一句墓志铭。那些未来的更新从未来自 Fisker，而是来自车主自己。
The core problem was architectural. Fisker had built what Cory Doctorow, the digital rights author and activist, pointedly called a “software-based car.” Virtually every subsystem in the Ocean — brakes, airbags, shifting, battery management, door locks — needed to periodically connect with Fisker’s cloud servers for diagnostics or regular operations. When those servers went dark, the cars didn’t just lose their infotainment screens. They lost critical functionality. 核心问题在于架构。Fisker 制造了数字权利作家兼活动家 Cory Doctorow 所指出的“基于软件的汽车”。Ocean 中的几乎每个子系统——刹车、安全气囊、换挡、电池管理、门锁——都需要定期连接到 Fisker 的云服务器进行诊断或常规操作。当这些服务器关闭时，汽车不仅失去了信息娱乐屏幕，还失去了关键功能。
Ethereum co-founder Vitalik Buterin captured the mood on X in July 2024, writing: “We really need much more open source in the auto industry. Really sad that ‘if the manufacturer disappears, the car is useless now’ has seemingly so quickly become a default.” He was right. But what neither Buterin nor Doctorow could have predicted was what the owners would do about it. 以太坊联合创始人 Vitalik Buterin 在 2024 年 7 月于 X 上表达了这种情绪，他写道：“汽车行业确实需要更多的开源。令人难过的是，‘如果制造商消失，汽车就没用了’似乎这么快就成了默认设定。”他是对的。但无论是 Buterin 还是 Doctorow 都无法预料到车主们会为此采取什么行动。
4,000 strangers build a car company
4000 名陌生人建立了一家汽车公司
Within months of the bankruptcy filing, thousands of Ocean owners formed the Fisker Owners Association (FOA) — a nonprofit that quickly grew to 4,000 members and began operating as something between a car club, a tech startup, and an independent automaker. 在申请破产后的几个月内，数千名 Ocean 车主成立了 Fisker 车主协会 (FOA)——这是一个非营利组织，迅速发展到 4,000 名成员，并开始以一种介于汽车俱乐部、科技初创公司和独立汽车制造商之间的模式运作。
The FOA hired independent tech experts who began reverse-engineering Fisker’s proprietary software patches. Members taught each other how to flash firmware. They organized bulk purchases of replacement parts — negotiating the price of key fobs down from roughly $1,000 each to a fraction of that through coordinated group buys. They hosted free global key fob pairing events, saving each owner $100 to $250. FOA 聘请了独立技术专家，开始对 Fisker 的专有软件补丁进行逆向工程。成员们互相教授如何刷写固件。他们组织了零部件的批量采购——通过协调团购，将车钥匙扣的价格从每个约 1,000 美元谈到了极低的价格。他们举办了免费的全球钥匙扣配对活动，为每位车主节省了 100 到 250 美元。
In Europe, they created what they call the “Flying Doctors” program — a mobile repair network where technically skilled members travel to help other owners keep their vehicles running. In the U.S., the FOA pushed to ensure that safety recalls were included in the bankruptcy proceedings, secured parts supply channels through companies like Tsunami/Tidal Wave, and convinced several insurers to maintain coverage for a vehicle whose manufacturer no longer existed. 在欧洲，他们创建了所谓的“飞行医生”计划——一个移动维修网络，由技术娴熟的成员前往各地，帮助其他车主维持车辆运行。在美国，FOA 推动确保安全召回被纳入破产程序，通过 Tsunami/Tidal Wave 等公司确保了零部件供应渠道，并说服了几家保险公司继续为一家已不存在的制造商生产的车辆提供保险。
As Auto Connected Car News reported in September 2025, the FOA had accomplished something remarkable in just six months: court representation for recalls, new parts pipelines, insurance preservation, and the beginnings of an independent software support ecosystem. In other words, they were doing the work that Fisker left undone. 正如《Auto Connected Car News》在 2025 年 9 月报道的那样，FOA 在短短六个月内完成了一项了不起的成就：召回的法律代表、新的零部件渠道、保险维护，以及一个独立软件支持生态系统的雏形。换句话说，他们正在完成 Fisker 未竟的工作。
The open-source arsenal
开源武器库
The technical work happening beneath the surface is where this story gets truly fascinating. What started as desperate troubleshooting has evolved into a genuine open-source ecosystem around the Fisker Ocean. 水面之下进行的技术工作才是这个故事真正引人入胜的地方。最初的绝望故障排除已经演变成围绕 Fisker Ocean 的真正开源生态系统。
On GitHub, a developer named MichaelOE reverse-engineered the API behind Fisker’s official “My Fisker” mobile app and built a Home Assistant integration that exposes every cloud API value as a sensor — with all the app’s buttons available as Home Assistant controls. The project has 135 commits, 20 releases, and is licensed under Apache 2.0. It’s a small but functioning example of what an open-source vehicle interface looks like. 在 GitHub 上，一位名叫 MichaelOE 的开发者对 Fisker 官方“My Fisker”移动应用程序背后的 API 进行了逆向工程，并构建了一个 Home Assistant 集成，将每个云 API 值作为传感器公开——应用程序的所有按钮都可以作为 Home Assistant 的控件使用。该项目有 135 次提交，20 个版本，并采用 Apache 2.0 许可。这是一个小型但功能齐全的示例，展示了开源车辆接口的样子。
Separately, CAN bus files for the Fisker Ocean have been published on GitHub, including DBC files for CAN viewer filtering and processing. The Ocean runs multiple CAN buses — CCAN, PTCAN, Inverter CAN, and BCAN, all at 500kbps — and community members have been systematically mapping them. 另外，Fisker Ocean 的 CAN 总线文件已在 GitHub 上发布，包括用于 CAN 查看器过滤和处理的 DBC 文件。Ocean 运行多个 CAN 总线——CCAN、PTCAN、Inverter CAN 和 BCAN，速率均为 500kbps——社区成员一直在系统地对其进行映射。
One of the more impressive individual efforts comes from Majd Srour, who published a multi-part series on Medium documenting how to sniff CAN traffic and decode Diagnostic Trouble Codes on the Ocean. The goal: put diagnostic capabilities into mobile apps so owners can run their own DTC scans, instead of relying on dealer tools that no longer exist for a company that no longer exists. 其中一项令人印象深刻的个人努力来自 Majd Srour，他在 Medium 上发表了一个多篇系列文章，记录了如何嗅探 CAN 流量并解码 Ocean 上的诊断故障代码 (DTC)。目标是：将诊断功能放入移动应用程序中，以便车主可以运行自己的 DTC 扫描，而不是依赖于一家已不存在的公司的已不存在的经销商工具。
On community forums like CH4RGE and Ocean Forums, there are active discussions about whether it’s even feasible to fully open-source Ocean OS. The consensus is mixed — the core automotive software was developed by Magna and other suppliers, which means safety-critical systems can’t simply be forked like a web application. But the infotainment layer, connectivity stack, and diagnostics are all fair game, and that’s where the community has focused its energy. 在 CH4RGE 和 Ocean Forums 等社区论坛上，关于是否有可能将 Ocean OS 完全开源的讨论非常活跃。共识不一——核心汽车软件是由 Magna 和其他供应商开发的，这意味着安全关键系统不能像 Web 应用程序那样简单地进行分叉（fork）。但信息娱乐层、连接堆栈和诊断程序都是可以尝试的领域，这也是社区集中精力的地方。