A hot hand
Insurance employee 'steals' autos to help carmakers keep ahead of crooks
By Rick Popely
Tribune staff reporter
Posted April 3, 2005
Earl Hyser's job skills make him sound like the worst nightmare for car owners and insurers.
He spends much of his workday breaking into cars and never gets caught. He states, plainly, that he can steal just about any vehicle.
Hyser works for State Farm Insurance Cos., and his job is to find ways to make it harder for thieves to steal cars. Hyser draws on his experience in collision repair and as a claims adjuster for the insurer.
To stop a thief, he says, you have to think like one, so he spends hours poring over vehicles in Downstate Bloomington, probing for weak spots.
"A thief looks for the weakest point, the easiest way in, and that's what I look for," said Hyser, superintendent of State Farm's Vehicle Research Facility.
But instead of using that information to boost cars on the street, Hyser shares it with vehicle manufacturers, urging them to design vehicles that are tougher to swipe.
To demonstrate, Hyser walks to a black 2005 sport-utility at the research center and pulls a ring of "jiggle" keys from his pocket. These are the keys that locksmiths, repo men and thieves commonly use.
He slides one into the driver's door and after deftly jiggling the key for 10 seconds to trip the tumblers in the lock, Hyser unlocks the door, disabling the SUV's alarm in the process.
Door locks often have fewer tumblers, or "wafers," than ignition locks, making them easier to open with a jiggle key.
Adding tumblers and making them pick-resistant would slow a thief down, Hyser says, foiling some and encouraging others to move on to a different vehicle.
Another way auto manufacturers make it easy to break in is by using steel rods to operate door locks on many vehicles. (Hyser requested that the vehicles not be identified because that could help the "enemy.")
The rods, part of the hardware in doors, look like sections of a heavy coat hanger. Hyser shows how a thief can slip a wire locksmith tool, or "Slim Jim," between the glass and a window molding, pull on the rod and unlock the door.
Flexible cables, which can be shielded, instead of rods and make it harder to do that, Hyser says, one of the suggestions he has passed on to automakers.
But even after 10 years of thinking and acting like a criminal, Hyser has no illusions that he or automakers can put thieves out of business. It's only a matter of time before the professionals find a way around any roadblock, he says.
"We want to make it so that when a new model comes out, there's a learning curve. But the thieves are evolving right after the cars evolve. We're just trying to get ahead of the competition."
Auto thefts declined in the 1990s as manufacturers installed more theft-deterrent features, but they have climbed 9.4 percent since 1999. Thieves are getting wiser to the deterrents. The FBI estimates 1.26 million were stolen in 2003, the latest year for which statistics are available.
The National Insurance Crime Bureau, based in Palos Hills, says auto-theft costs U.S. vehicle owners and insurers more than $8 billion annually.
Frank Scafidi, the NICB's public affairs director, expresses grudging admiration for the ingenuity and tenacity of thieves.
"You can encase your car in concrete, and eventually they'll figure out how to get it," Scafidi said. "It's a gene they have. If only we could harness all that creativity for something good, maybe we could cure cancer."
One way automakers have made cars harder to steal is by embedding a computer chip in the ignition key that must communicate with a car's computer for the engine to start.
Even those digital watchdogs aren't foolproof, Hyser says.
Some thieves use computers to electronically copy the numeric messages transmitted between the key and car and break the code that immobilizes the engine.
Researchers at Johns Hopkins University in Baltimore backed up Hyser's claim in a recent study.
The researchers said they copied codes for an engine immobilizer system manufactured by Texas Instruments for the last eight years and installed in about 150 million vehicles globally.
"Yes, they can crack the code, but if you don't have a physical key, it would be very difficult to get into a car," Texas Instruments spokesman Bill Allen said. "This is not something that can happen quickly or easily."
Hyser responds: "It is hard to do, and you have to have the right equipment, but it can be done."
To that, Allen concedes, "Any security system can be cracked."
Texas Instruments is beefing up the code encryption to make it harder to break, Allen said. Hyser says programming the key to communicate with more than one computer in the car would add another layer of security.
"We want to make it very difficult to move that vehicle under its own power without the right key," Hyser said.
But give a smart thief--or Hyser--enough time and practice, and he probably will solve any puzzle.
He says it took him "two hours and some blisters" to figure out how to get into a 1994 Toyota Camry without a key, "but after I learned it, it took only two seconds. Once you know how, it's easy."
Thieves don't usually have the luxury of practicing for hours on a vehicle in a warm, well-lit shop like Hyser.
Hyser's shop near State Farm's headquarters is cluttered with partially dismantled vehicles, body parts and rows of steering columns and steering wheels.
Most are from vehicles "totaled" by State Farm and kept for research and training on theft and collision repair.
The locksmith tools, Slim Jims and assorted "jiggle" keys Hyser uses are the same tools thieves use.
On the SUV he unlocked with a jiggle key, Hyser leans into a rear side window, pushing it in about a quarter of an inch, enough to slip a hanger or other device through to unlock a door.
Some Hondas from the late 1980s had windows that could be pulled down far enough to fit an arm in the vehicle, eliminating the need for tools. Hyser says Honda fixed that flaw after State Farm brought it to their attention.
"We've learned from a number of sources over the years how to improve our cars from a theft standpoint," Honda spokesman Chuck Schifsky said.
Among steps Schifsky says Honda has taken are engine immobilizers, marking body parts with vehicle identification numbers and shielding door-lock hardware.
Still, the 2000 Honda Civic was the most stolen car in 2003, the Insurance Crime Bureau said in its latest "hot wheels" list, the 1991 Accord was No. 3 and the 1995 Acura Integra was eighth.
"We sold a lot of those cars, so there are a lot out there," Schifsky said, adding that the cars may be targeted for their body parts.
Manufacturers are usually receptive to suggestions, but Hyser says they're also looking to save money.
For example, on some vehicles the cable that releases the hood can be reached from the left front wheel well. All it takes to pop the hood is to grab the cable and give it a yank.
Routing the cable so it isn't easily reached and shielding it may increase assembly costs, but Hyser says, "We're telling the manufacturer that when you're redesigning this vehicle, let's fix these things and get it off the theft list.
"We're trying to make thieves work for a living and not make it so darn easy [on them]. We want them to carry more tools, make more noise and make it more difficult."
Hyser, who has been with State Farm 18 years, says his job skills have come in handy at home.
When a neighbor locked his keys in his car a while back, Hyser saved the day, saying, "You're in luck. I just did one of those cars yesterday."
Insurance employee 'steals' autos to help carmakers keep ahead of crooks
By Rick Popely
Tribune staff reporter
Posted April 3, 2005
Earl Hyser's job skills make him sound like the worst nightmare for car owners and insurers.
He spends much of his workday breaking into cars and never gets caught. He states, plainly, that he can steal just about any vehicle.
Hyser works for State Farm Insurance Cos., and his job is to find ways to make it harder for thieves to steal cars. Hyser draws on his experience in collision repair and as a claims adjuster for the insurer.
To stop a thief, he says, you have to think like one, so he spends hours poring over vehicles in Downstate Bloomington, probing for weak spots.
"A thief looks for the weakest point, the easiest way in, and that's what I look for," said Hyser, superintendent of State Farm's Vehicle Research Facility.
But instead of using that information to boost cars on the street, Hyser shares it with vehicle manufacturers, urging them to design vehicles that are tougher to swipe.
To demonstrate, Hyser walks to a black 2005 sport-utility at the research center and pulls a ring of "jiggle" keys from his pocket. These are the keys that locksmiths, repo men and thieves commonly use.
He slides one into the driver's door and after deftly jiggling the key for 10 seconds to trip the tumblers in the lock, Hyser unlocks the door, disabling the SUV's alarm in the process.
Door locks often have fewer tumblers, or "wafers," than ignition locks, making them easier to open with a jiggle key.
Adding tumblers and making them pick-resistant would slow a thief down, Hyser says, foiling some and encouraging others to move on to a different vehicle.
Another way auto manufacturers make it easy to break in is by using steel rods to operate door locks on many vehicles. (Hyser requested that the vehicles not be identified because that could help the "enemy.")
The rods, part of the hardware in doors, look like sections of a heavy coat hanger. Hyser shows how a thief can slip a wire locksmith tool, or "Slim Jim," between the glass and a window molding, pull on the rod and unlock the door.
Flexible cables, which can be shielded, instead of rods and make it harder to do that, Hyser says, one of the suggestions he has passed on to automakers.
But even after 10 years of thinking and acting like a criminal, Hyser has no illusions that he or automakers can put thieves out of business. It's only a matter of time before the professionals find a way around any roadblock, he says.
"We want to make it so that when a new model comes out, there's a learning curve. But the thieves are evolving right after the cars evolve. We're just trying to get ahead of the competition."
Auto thefts declined in the 1990s as manufacturers installed more theft-deterrent features, but they have climbed 9.4 percent since 1999. Thieves are getting wiser to the deterrents. The FBI estimates 1.26 million were stolen in 2003, the latest year for which statistics are available.
The National Insurance Crime Bureau, based in Palos Hills, says auto-theft costs U.S. vehicle owners and insurers more than $8 billion annually.
Frank Scafidi, the NICB's public affairs director, expresses grudging admiration for the ingenuity and tenacity of thieves.
"You can encase your car in concrete, and eventually they'll figure out how to get it," Scafidi said. "It's a gene they have. If only we could harness all that creativity for something good, maybe we could cure cancer."
One way automakers have made cars harder to steal is by embedding a computer chip in the ignition key that must communicate with a car's computer for the engine to start.
Even those digital watchdogs aren't foolproof, Hyser says.
Some thieves use computers to electronically copy the numeric messages transmitted between the key and car and break the code that immobilizes the engine.
Researchers at Johns Hopkins University in Baltimore backed up Hyser's claim in a recent study.
The researchers said they copied codes for an engine immobilizer system manufactured by Texas Instruments for the last eight years and installed in about 150 million vehicles globally.
"Yes, they can crack the code, but if you don't have a physical key, it would be very difficult to get into a car," Texas Instruments spokesman Bill Allen said. "This is not something that can happen quickly or easily."
Hyser responds: "It is hard to do, and you have to have the right equipment, but it can be done."
To that, Allen concedes, "Any security system can be cracked."
Texas Instruments is beefing up the code encryption to make it harder to break, Allen said. Hyser says programming the key to communicate with more than one computer in the car would add another layer of security.
"We want to make it very difficult to move that vehicle under its own power without the right key," Hyser said.
But give a smart thief--or Hyser--enough time and practice, and he probably will solve any puzzle.
He says it took him "two hours and some blisters" to figure out how to get into a 1994 Toyota Camry without a key, "but after I learned it, it took only two seconds. Once you know how, it's easy."
Thieves don't usually have the luxury of practicing for hours on a vehicle in a warm, well-lit shop like Hyser.
Hyser's shop near State Farm's headquarters is cluttered with partially dismantled vehicles, body parts and rows of steering columns and steering wheels.
Most are from vehicles "totaled" by State Farm and kept for research and training on theft and collision repair.
The locksmith tools, Slim Jims and assorted "jiggle" keys Hyser uses are the same tools thieves use.
On the SUV he unlocked with a jiggle key, Hyser leans into a rear side window, pushing it in about a quarter of an inch, enough to slip a hanger or other device through to unlock a door.
Some Hondas from the late 1980s had windows that could be pulled down far enough to fit an arm in the vehicle, eliminating the need for tools. Hyser says Honda fixed that flaw after State Farm brought it to their attention.
"We've learned from a number of sources over the years how to improve our cars from a theft standpoint," Honda spokesman Chuck Schifsky said.
Among steps Schifsky says Honda has taken are engine immobilizers, marking body parts with vehicle identification numbers and shielding door-lock hardware.
Still, the 2000 Honda Civic was the most stolen car in 2003, the Insurance Crime Bureau said in its latest "hot wheels" list, the 1991 Accord was No. 3 and the 1995 Acura Integra was eighth.
"We sold a lot of those cars, so there are a lot out there," Schifsky said, adding that the cars may be targeted for their body parts.
Manufacturers are usually receptive to suggestions, but Hyser says they're also looking to save money.
For example, on some vehicles the cable that releases the hood can be reached from the left front wheel well. All it takes to pop the hood is to grab the cable and give it a yank.
Routing the cable so it isn't easily reached and shielding it may increase assembly costs, but Hyser says, "We're telling the manufacturer that when you're redesigning this vehicle, let's fix these things and get it off the theft list.
"We're trying to make thieves work for a living and not make it so darn easy [on them]. We want them to carry more tools, make more noise and make it more difficult."
Hyser, who has been with State Farm 18 years, says his job skills have come in handy at home.
When a neighbor locked his keys in his car a while back, Hyser saved the day, saying, "You're in luck. I just did one of those cars yesterday."