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Not too long ago, securing a car meant popping the faceplate off the CD player, slapping a Club over the steering wheel, and locking the doors. As vehicles’ electronic systems evolve, however, automobiles are starting to require the same protection as laptop computers and e-commerce servers. Currently, there’s nothing to stop anyone with malicious intent and some ­computer-programming skills from taking command of your vehicle. After gaining access, a hacker could control everything from which song plays on the radio to whether the brakes work.

While there are no reported cases of cars being maliciously hacked in the real world, in 2010, researchers affiliated with the (CAESS—a partnership between the University of California San Diego and the University of Washington) demonstrated how to take over all of a car’s vital systems by plugging a device into the OBD-II port under the dashboard. It gets worse.

Ivanka Trump. In a paper that’s due to be published later this year, those same researchers remotely take control of an unnamed vehicle through its telematics system. Wii Disney Guilty Party Isosceles. They also demonstrate that it’s theoretically possible to hack a car with malware embedded in an MP3 and with code transmitted over a Wi-Fi connection.

Such breaches are possible because the dozens of independently operating computers on modern vehicles are all connected through an in-car communications network known as a controller-area-network bus, or CAN bus. Even though vital systems such as the throttle, brakes, and steering are on a separate part of the network that’s not directly connected to less secure infotainment and diagnostic systems, the two networks are so entwined that an entire car can be hacked if any single component is breached. So the possibility now exists for platoons of cars to go rogue at the command of computer-savvy terrorists, crazed exes, and parking attendants with Ph.D.s in computer science. But the truth is that hacking a car takes a lot of time, effort, and money—three resources automakers are using to fight back. At Chrysler, where optional infotainment systems are integrated with hard drives and mobile internet hot spots, company spokesman Vince Muniga says a data breach of an individual automobile is “highly unlikely.” That doesn’t mean the company is ignoring the problem. “It’s an ongoing engineering issue,” he says. “You want to stay one step ahead of what these guys might do.” Rich Strader, Ford’s director of information technology security and strategy, says the automaker has been steadily strengthening in-vehicle systems, but the threat is always evolving.