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Breaking a Car's Cipher
An anonymous reader alerts us to research out of Belgium and Israel that claims a practical attack on the KeeLoq auto anti-theft cipher. Here are slides from a talk (PDF) at CRYPTO 2007. From the researchers' site: "KeeLoq is a cipher used in several car anti-theft mechanisms distributed by Microchip Technology Inc. It may protect your car if you own a Chrysler, Daewoo, Fiat, General Motors, Honda, Toyota, Volvo, Volkswagen, or a Jaguar. The cipher is included in the remote control device that opens and locks your car and that controls the anti-theft mechanisms. The 64-bit key block cipher was widely believed to be secure. In a recent research, a method to identify the key in less than a day was found. The attack requires access for about 1 hour to the remote control (for example, while it is stored in your pocket). The attacker than runs the implemented software, finds the secret cryptographic key, and drives away in your car after copying the key." Update: 07/23 15:27 GMT by KD : One of the researchers, Sebastiaan Indesteege, pointed out that the link to the paper was incorrect; their paper has not yet been released to the public. I also managed to mis attribute his nationality. He is Belgian, not Dutch. My apologies.
If a car thief has access to your keys for an hour, aren't you going to lose your car anyway?
Rob
KITT: Michael, someone's trying to hack into my operating system! Help me Michael!
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OK, what part of "Katholieke Universiteit Leuven, Belgium" looks like "researchers in The Netherlands"??
In other news: The Canadian president George W. Bush invaded Iran because of the 9/11 attack on the World Trade Center of Chicago.
While it may be simple to break the code on the chip, you still need a copy of the key unless the car is push-button-ignition.
These days, many high-end car keys are CNC cut (my mini's key has huuuuuge tooling marks from a spindle-out-of-square), which will actually cause a bit of trouble. This isn't something you could easily do a putty-transfer on, nor does the group of people who spend a lot of time breaking cyphers typically overlap with the group of people who have and can work with CNC equipment.
In the end, I think flatbedding the car is the way to go. All the big chop shops are doing this now. If you're small-time, carjack. Alternately, get a real job.
I just purchased a new car that doesn't have a mechanical ignition system. There's an place to attach the key (doesn't have metal teeth or anything), and a big "Start/Stop" button. The steering wheel lock is also electronic, and is controlled by the electronic signal from the key. I have no idea if my car uses KeyLoq--- I sure hope not.
Mechanical locks are on their way out, largely because they're ineffective against even moderately sophisticated criminals. That's the whole reason Immobilizer systems were rolled out in the first place. This attack effectively stips the immobilizer out of the car and rolls the security back to pre-Immobilizer levels. You only need to look at theft rates among models with and without immobilizers to see what impact that has.
Finally, for those who say that 1-hr access to the key is unreasonable: remember that the attack here is _key copying_, not theft. The immobilizer systems are designed to prevent copying, so that your valet or repair person can't make a copy of your key and steal it later. This attack takes a lot longer than other attacks which are out there (example), but it's still not out of the question.
The basic lesson of all these attacks is that manufacturers need to use strong cryptography rather than custom, homebrewed ciphers. Hopefully with fabrication prices dropping, this will be the last generation of truly ridiculous authentication systems.
It's the Netherlands, not Holland.
Knowledge is power. Knowledge shared is power lost.
It is however an understandable mistake to make, as most Dutch know very well, you can't expect Belgians to figure these things out.
But than again, it's not like linking to a
All you need is the correct sequence on the parking brake.
The mythical Honda override exists: It's a series of presses and pulls of the emergency brake. Each car, it seems, has a unique override code, which correlates to the VIN.
It's simply not worth it to have to deal with electronics that break, batteries that die, etc.
That has turned out to be FUD now that they are getting lots of miles now. The battery pack is easier to change than a typical transmission and now costs less. In addition it has been proven more reliable. (Google search Prius Battery Failures). The little 12 volt battery is a much higher failure rate item needing a 3-5 year replacement cycle just like their conventional counterparts.
In the trade of of mechanical parts for electronic, most mechanical high failure items on the Prius has been eliminated.
Here is a short list..
No belts, not even for a water pump or AC.
No Hydraulics hoses or lines except the brakes.
No leaky AC rubber hoses or shaft seals.
No clutches, pressure plates, bands, or hydraulics of any kind in the transmission
Here is how the improvements work.
The AC is a sealed electric unit like a home refrigerator. The compressor is body mounted eliminating Leaky shaft seals, belts, clutch, and hoses.
The transmission has 7 moving parts. None of them is any kind of friction, shift, or hydraulic part. It's built like and as reliable as a differential. The battery pack is composed of 7.2 volt modules. A module failure does not equal a battery pack replacement.
The Power steering is a linear electric motor for assist. This eliminates the power steering pump, hoses, and power steering fluid issues.
The power brakes use a compressor so it is a trade off for the vacuum module for a compressor.
The cooling system is powered by electric pumps. It traded belt driven problems for electric pump problems. I haven't seen reliability reports on these pumps yet which is a good thing.
Even the starter moter with it's brushes, solonoid bendix gear and other failure items has been eliminated. The brushless AC Motor/Generator set in the transmission starts the engine.
I studied all these issues before I bought a Prius. TCO is an important number to me.
For me personally, Here are some of my stats.
I have 120,000 on my Prius. At 20,000 and 80,000 miles I changed tires (the originals don't wear well). At 70,000 miles I had to change the 12 volt battery in late 2005 so it lasted almost 4 years.
At the last tire change, I had the brakes checked. I have 80% remaining. Other than give it gas and regular oil changes, it has required zero repairs except a rock chip in the windshield.
Most other cars I drove with over 100,000 miles were getting into needing starters, alternators, brakes, belts, power steering, Air Conditioner, and transmission service.
The truth shall set you free!