Automotive Forensics:Life after the Ignition Lock

Automotive Forensics:Life after the Ignition Lock

By Robert F. Mangine

In the chronological progression of automotive theft prevention the technology of vehicle security features and protection has evolved through four distinct phases. The first phase was when early vehicles were simply equipped with only a dashboard mounted mechanical lock where the wiring could be removed from the rear of the lock and manipulated to start the engine. In 1969, when vehicle manufacturers began to relocate the ignition lock from the dashboard to the steering column and combined that with a mechanical locking steering column and protected starter (ignition) switch, a second phase of enhanced vehicle protection had emerged. Unfortunately, as with any form of physical security, an individual with common tools and brute force can defeat even the most cleverly designed mechanical devices until the third phase was introduced with the addition of the electronic engine immobilizer. The engine immobilizer concept integrated anti-theft components into the on-board vehicle electronics (GM PassKey system in 1986 and the BMW transponder system in 1995) to electronically protect the vehicle independently of the already existing physical security. In addition to physically defeating a mechanical ignition lock/column assembly, a potential thief was now required to possess an elevated level of skill, special knowledge and specific tools to compromise the electronic barrier. The fourth and current phase made its debut in Germany in 1998 on the Mercedes S-Class after a sophisticated electronic keyless ignition system was developed by Siemens Automotive and Mercedes Benz and eliminated the need for the mechanical ignition lock and key package. This electronic system manages access control, driver authorization and vehicle immobilization functions without the need for a mechanical ignition lock and key set. A “keyless” system will either use an electronic “plug-in” type fob, a “twist knob”, or a “proximity” fob which has no direct contact and only need be within range of the vehicle. Most of the keyless systems continue to integrate a version of the transponder anti-theft system.
On vehicles equipped with a mechanical ignition lock and key set, a qualified automotive forensic examiner has been able to physically examine the ignition
lock and column assembly on unburned vehicles using a lighted, magnified scope appropriate for forensic examinations, recover the ignition lock/column lock/starter switch assembly or recover individual components for disassembly and examination. On burned vehicles the driver side floor debris field could be processed to recover ignition lock and steering column parts for physical examination and analysis.
With the emergence of the electronic (keyless) ignition technology the future of the mechanical ignition lock and mechanical key package has been decided. Although there are tens of millions of mechanical keyed ignition vehicles currently on the road and the physical examination of these vehicles will continue for many years, based on the recent trends one could contend that within 5 years most new vehicles will probably be manufactured with the electronic ignitions.
The future of the forensic examination of stolen-recovered, or other crime related vehicles, will also evolve to new standards. Rather than the physical examination of mechanical ignition and column parts to arrive at a conclusion, insurance companies and law enforcement will have to rely on the qualified examination of the electronic system components, function testing of the system, or electronically interrogating the vehicle on-board computer (either on-site or by the dealer). Other considerations should be the electronic characteristics and anti-theft properties of the specific keyless ignition system, part and computer program availability, vehicle component presence, any possible motives of the individual in possession of the vehicle, as well as other factors. On a burned vehicle the dynamics of a forensic examination will also significantly develop. The electronic ignition components are constructed of mostly plastic housings and will generally be consumed by the fire and will no longer be available for function testing or examination. It is now even more important that the valuable or desired thermal damaged and distorted vehicle components be identified and their presence confirmed by a professional examiner. These parts would include airbags, audio/video components, seats, wheels/tires, engines, transmissions, vehicle control modules as well as other parts. As with unburned vehicles, other considerations should include the electronic characteristics and anti-theft properties of the specific keyless system, part and computer program availability and any possible motives for the involvement of the individual in possession of the vehicle.
The theft of an electronic keyless equipped vehicle (starting and operating) is now more consistent with the hacking of a computer than it is with traditional auto
theft procedures. Insurance companies and law enforcement should re-evaluate their criteria and procedures for handling cases to reflect these new realities. Unburned vehicles can have the electronic ignition system components examined, functioned tested or even downloaded (electronically interrogated) to obtain relevant and conclusive information. Burned vehicle determinations will be required to rely more on circumstantial and the preponderance of evidence. There are currently several professional organizations reviewing and refining standards and procedures to enhance keyless electronic ignition vehicle examinations.

Peer reviewed by the following members of the Coalition Network of Forensic Examiners: Ken Vitty of Sterling Investigative Services (New Jersey) and Dave Drew of C&D Safe & Lock and Forensic Examinations (Florida).