Wa-forex sitio de piratage facebook
I was driving 70 mph on the edge of downtown St. Louis when the exploit began to take hold. Though I hadn't touched the dashboard, the vents in the Jeep Cherokee started blasting cold air at the maximum setting, wa-forex sitio de piratage facebook the sweat on my back through the in-seat climate control system. Next the radio switched to the local hip hop station and began blaring Skee-lo at full volume. I spun the control knob left and hit the power button, to no avail.
Then the windshield wipers turned on, and wiper fluid blurred the glass. As I tried to cope with all this, a picture of the two hackers performing these stunts appeared on the car's digital display: Charlie Miller and Chris Valasek, wearing their trademark track suits. A nice touch, I thought. I'd come to St. Louis to be Miller and Valasek's digital crash-test dummy, a willing subject on whom they could test the car-hacking research they'd been wa-forex sitio de piratage facebook over the past year.
The result of their work was a hacking technique—what the security industry calls a zero-day exploit—that can target Jeep Cherokees and give the attacker wireless control, via the Internet, to any of thousands of vehicles. Their code is an automaker's nightmare: To better simulate the experience of driving a vehicle while it's being hijacked by an invisible, virtual force, Miller and Valasek refused to tell me ahead of time what kinds of attacks they planned to launch from Miller's laptop in his house 10 miles west.
Instead, they merely assured me that they wouldn't do anything life-threatening. Then they told me to drive the Jeep onto the highway. As the two hackers remotely toyed with the air-conditioning, radio, and windshield wipers, I mentally congratulated myself on my courage under pressure.
That's when they cut the transmission. Immediately my accelerator stopped working. As I frantically pressed the pedal and watched the RPMs climb, the Jeep lost half its speed, then slowed to a crawl. This occurred just as I reached a long overpass, with no shoulder to offer an escape.
The experiment had ceased to be fun. At that point, the interstate began to slope upward, so the Jeep lost more momentum and barely crept forward. Cars lined up behind my bumper before passing me, honking. I could see an wheeler approaching in my rearview mirror. I hoped its driver saw me, too, and could tell I was paralyzed on the highway.
The semi loomed in the mirror, bearing down on my immobilized Jeep. I followed Miller's advice: I did, however, drop any semblance of bravery, grab my iPhone with a clammy fist, and beg the hackers to make it stop. This wasn't the first time Wa-forex sitio de piratage facebook and Valasek had put me behind the wheel of a compromised car.
In the wa-forex sitio de piratage facebook ofI drove a Ford Escape and a Toyota Prius around a South Bend, Indiana, parking lot while they sat in the backseat with their laptops, cackling as they disabled my brakes, honked the horn, jerked the seat belt, and commandeered the steering wheel.
The attacker's PC had been wired into the vehicles' onboard diagnostic port, a feature that normally gives repair technicians access to information about the car's electronically controlled systems. A mere two years later, that carjacking has gone wireless. Miller and Valasek plan to publish a portion of their exploit on the Internet, timed to a talk they're giving at the Black Hat security conference in Las Vegas next month.
The attack tools Miller and Valasek developed can remotely trigger more than the dashboard and transmission tricks they used against me on the highway. They demonstrated as much on the same day as my traumatic experience on I; After narrowly averting death by semi-trailer, I managed to roll the lame Jeep down an exit ramp, re-engaged the transmission by turning the ignition off and on, and found an empty lot where I could safely continue the experiment.
The most disturbing maneuver came when they cut the Jeep's brakes, leaving me frantically pumping the pedal as the 2-ton SUV slid uncontrollably into a ditch. The researchers say they're working on perfecting their steering control—for now they can only hijack the wheel when the Jeep is in reverse. Their hack enables surveillance too: They can track a targeted Jeep's GPS coordinates, measure its speed, and even drop pins on a map to trace its route.
All of this is possible only because Chrysler, like practically all carmakers, is doing its best to turn the modern automobile into a smartphone. Uconnect, an Internet-connected computer feature in hundreds of wa-forex sitio de piratage facebook of Fiat Chrysler cars, SUVs, and trucks, controls the vehicle's entertainment and navigation, enables phone calls, and even offers a Wi-Fi hot spot.
And thanks to one vulnerable element, which Miller and Valasek won't identify until their Black Hat talk, Uconnect's cellular connection also lets wa-forex sitio de piratage facebook who knows the car's IP address gain access from anywhere in the country. From that entry point, Miller wa-forex sitio de piratage facebook Valasek's attack pivots to an adjacent chip in the car's head unit—the hardware for its entertainment system—silently rewriting the chip's firmware to plant their code.
That rewritten firmware is capable of sending commands through the car's internal computer network, known as a CAN bus, to its physical components like the engine and wheels.
Miller and Valasek say the attack on the entertainment system seems to work on any Chrysler vehicle with Uconnect from lateall ofand early They've only tested their full set of physical hacks, including ones targeting transmission and braking systems, on a Jeep Cherokee, though they believe that most of their attacks could be tweaked to work on any Chrysler vehicle with the vulnerable Uconnect head unit.
They have yet to try remotely hacking into other makes and models of cars. After the researchers reveal the details of their work in Vegas, only two things will prevent their tool from enabling a wave of attacks on Jeeps around the world. But the code they publish will enable many of the dashboard hijinks they demonstrated on me as well as GPS tracking. Second, Miller and Valasek wa-forex sitio de piratage facebook been sharing their research with Chrysler for nearly nine months, enabling the company to quietly release a patch ahead of the Black Hat conference.
If consumers don't realize this is an issue, they should, and they should start complaining to carmakers. This might be the kind of software bug most likely to kill someone. Download the update here. That means many—if not most—of the vulnerable Jeeps will likely stay vulnerable.
But the company also seemed leery of their decision to publish part of their exploit. However, we caution advocates that in the pursuit of improved public safety they not, in fact, compromise public safety. The two researchers say that even if their code makes it easier for malicious hackers to attack unpatched Jeeps, the release is wa-forex sitio de piratage facebook warranted because it allows their work to be proven through peer wa-forex sitio de piratage facebook.
It also sends a message: Automakers need to be held accountable for their vehicles' digital security. In fact, Wa-forex sitio de piratage facebook and Valasek aren't the first to hack a car over the Internet. In a team of researchers from the University of Washington and the University of California at San Diego showed that they could wirelessly disable the locks and brakes on a sedan.
But those academics took a more discreet approach, keeping the identity of the hacked car secret and sharing the details of the exploit only with carmakers. Carmakers who failed to heed polite warnings in now face the possibility of a public dump wa-forex sitio de piratage facebook their vehicles' security flaws. The result could be product recalls or even civil suits, says UCSD computer science professor Stefan Savage, who worked on the study.
For the auto wa-forex sitio de piratage facebook and its watchdogs, in other words, Miller and Valasek's release may be the last warning before they see a full-blown zero-day attack. That implicit assumption is now dead. Sitting on a leather couch in Miller's living room as a summer storm thunders outside, the two researchers scan the Internet for victims.
Uconnect computers are linked to the Internet by Sprint's cellular network, and only other Sprint devices can talk to them. He's using the burner phone as a Wi-Fi hot spot, scouring for targets using its thin 3G bandwidth. A set of GPS coordinates, along with a vehicle identification number, make, model, wa-forex sitio de piratage facebook IP address, appears on the laptop screen. He keeps scanning, and the next vehicle to appear on his screen is a Jeep Cherokee driving around a highway cloverleaf between San Diego and Anaheim, California.
Then he locates a Dodge Durango, moving along a rural road somewhere in the Upper Peninsula of Michigan. When I ask him to keep scanning, he hesitates. Seeing the actual, mapped locations of these unwitting strangers' vehicles—and knowing that each one is vulnerable to their remote attack—unsettles him.
When Miller and Valasek first found the Uconnect flaw, they thought it might only enable attacks over a direct Wi-Fi link, confining its range to a few dozen yards. When they discovered the Uconnect's cellular vulnerability earlier this summer, they still thought it might work only on vehicles on the same cell tower as their scanning phone, restricting the range of the attack to a few dozen miles.
But they quickly found even that wasn't the limit. It was like, holy fuck, that's a vehicle wa-forex sitio de piratage facebook a highway in the middle of the country. Wa-forex sitio de piratage facebook hacking got real, right then. That moment was the culmination of almost three years of work.
In the fall ofMiller, a security researcher for Twitter and a former NSA hacker, and Valasek, the director of vehicle security research at the consultancy IOActive, were inspired by the UCSD and University of Washington study to apply for a car-hacking research grant from Darpa. They spent the next year tearing the vehicles apart digitally and physically, mapping out their electronic control units, or ECUs—the computers that run practically every component of a modern car—and learning to speak the CAN network protocol that controls them.
When they demonstrated a wired-in attack on those vehicles at the DefCon hacker conference inthough, Toyota, Ford, and others in the automotive industry downplayed the significance of their work, pointing out that the hack had required physical access to the vehicles.
Toyota, in particular, argued that its systems were "robust and secure" against wireless attacks. To get their attention, they'd need to find a way to hack a vehicle remotely. Using those specs, they rated 24 cars, SUVs, and trucks on three factors they thought might determine their vulnerability to hackers: How many and what types of radios connected the vehicle's systems to the Internet; whether the Internet-connected computers were properly isolated from critical driving systems, and whether those critical systems had "cyberphysical" components—whether digital commands could trigger physical actions like turning the wheel or activating brakes.
Based on that study, they rated Jeep Cherokee the most hackable model. Cadillac's Escalade and Infiniti's Q50 didn't fare much better; Miller and Valasek ranked them second- and third-most vulnerable. After Miller and Valasek decided to focus on the Jeep Cherokee init took them another year of hunting for hackable wa-forex sitio de piratage facebook and reverse-engineering to prove their educated guess.
It wasn't until June that Valasek issued a command from his laptop in Pittsburgh and turned on the windshield wipers of the Jeep in Miller's St. Since then, Miller has scanned Sprint's network multiple times for vulnerable vehicles and recorded their vehicle identification numbers. Plugging that data into an algorithm sometimes used for tagging and tracking wild animals to estimate their population size, he estimated that there are as many asvehicles with vulnerable Uconnect systems on the road.
Pinpointing a vehicle belonging to a specific person isn't easy. But enough phones scanning together, Miller says, could allow an individual to be found and targeted.
The result would be a wirelessly controlled automotive botnet encompassing hundreds of thousands of vehicles. Now the auto industry needs to do the unglamorous, ongoing work of actually protecting cars from hackers. And Washington may be about to force the issue.