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First, I did what any red- blooded wannabe pirate would do and tried some Google searches. Of the first 1. 0 hits, six were inactive or had been taken down. After downloading files from the remaining four sites, I submitted them to Virustotal. Windows 7 rootkits. Here's one example: And that experience is borne out by at least one real- world experience, which was reported, ironically, in the Talkback section of this blog. After I wrote about Microsoft's most recent anti- piracy initiative last week, one commenter (a loud, proud Linux advocate) insisted that the update opened a secret back- channel, probably as part of a plot by Microsoft to covertly gain access to its customers' PCs. A day or so later, after checking with his Windows- using friend, he returned with this sheepish admission: It turns out his iso was not a bona fide purchased copy . In all likelihood the iso was trojaned.. Indeed. Which is why I exercised extraordinary caution. For my hands- on tests, I used a fresh copy of Windows 7 Ultimate, installed without a product key. I then looked at two widely distributed tools that work in completely different ways. Page 2: Disabling Windows activation completely. A clever little tool called Remove. WAT not only disables Microsoft's activation subsystem, it also installs the latest anti- piracy update from Microsoft and then disables it, too! Page 3: Fooling Windows by tinkering with the BIOSBig PC makers get to install copies of Windows that don't require activation. Naturally, pirates soon figured out how to make any PC look like it came from one of those big factories. Page 4: Microsoft versus the pirates. Pirates are clever and fast. Microsoft is highly motivated to keep its lucrative Windows revenue stream intact. Are customers going to get caught in the crossfire? To activate Windows 7 or Windows 8.1. Latest bug fixes for Microsoft Windows, including fixes for some possible DoS attacks. Hey this works just with windows 7 starter i have downloaded all the versions of windows 7 and only the starter works i have tried all the ways to make an ISO to work. Details and screenshots begin on the next page. Disabling Windows activation checks completely. Remove. WAT first appeared last summer, around the time Windows 7 was released to manufacturing. Microsoft Toolkit 2.6.6 makes it possible to perform multiple management tasks from its familiar interface. Microsoft Toolkit windows and office activator. Windows 7 Product Keys - Windows 7 Activation Keys to Activate Windows 7 beta 1. Make your Windows 7 Genuine with this Product keys. The philosophy behind this small utility is simple: It disables the Windows Activation Technologies function while allowing the system to retain its Genuine status in every official check by Microsoft. The most recent version claims to work with all editions of Windows 7 and Windows Server 2. R2. The single . exe file is small (less than 7. MB), and the UI is simple: After clicking the Remove WAT button and rebooting, I noticed a subtle but significant change in the System properties dialog box. The section describing my system's activation status was gone. There was no sign of a Product ID or activation status. Previously, a message in that section had told me that I had 3. A close inspection of the Windows\System. Remove. WAT installed its own patched version of a crucial DLL file in the Software Licensing subsystem, Slwga. Thoughtfully, the program's developer had coded it to save a backup of the actual file so that it could be restored if necessary. I was able to download and install optional updates through Windows Update and successfully validated the system so that I could install products reserved for Genuine Windows customers. I was also able to install Microsoft Security Essentials, which performs a validation check during setup. In a fitting piece of irony, the most recent version of Remove. WAT actually goes out of its way to install Microsoft's WAT Update (KB9. The pirate code remained working even when I ran the WAT update manually. Page 3: Roll your own free OEM copy? Retail copies have to be activated using a unique serial number. OEM copies from large system makers (Dell, Toshiba, HP, and so on, collectively known as Royalty OEMs) use a technique called System Locked Preinstallation (SLP). The preinstalled copy of Windows uses a single master product key tied to specific information in the system BIOS that is unique to that manufacturer's systems. If the encrypted licensing information in the preinstalled copy of Windows matches the information in the BIOS, no activation is required. Windows pirates figured out how to exploit this hack around the time Windows Vista was launched. The Windows 7 Loader program, which I used on a test system, looks at your PC's BIOS to see whether it contains an ACPI. If the SLIC table is present, the tool installs the correct product key for your Windows 7 edition along with a digital certificate; the combination mimics a legitimate OEM preinstallation. For systems with a BIOS that doesn't contain the proper SLIC tables (a scenario I didn't test), it uses an alternate boot loader (typically some variant of GRUB) and installs BIOS emulation code to fool the system into thinking your system is a legitimate OEM installation. You can use the one- click installer or select from advanced options to personalize your PC by choosing a particular brand. In this case, I had installed a retail copy of Windows 7 Home Premium on a relatively new system (purchased in mid- 2. Windows Vista. I didn't enter a product key during setup, and I had gone more than 3. Here's what I saw when I ran W7. Loader: The installer correctly detected the brand (Dell) and Windows 7 edition. When I clicked the Install Certificate and Serial button on the right, I was greeted with this message: The system, which had never been activated, had previously been nagging me with . As soon as the pirate tool completed its work, the watermark on the black desktop went away and the System properties dialog box told me I was activated with a Dell OEM product ID. Page 4: The Empire strikes back - -> The Empire strikes back. The two exploits I describe in this post are certainly not the only ones out there. Indeed, Windows pirates have been playing a cat- and- mouse game with Microsoft for years. In the Windows XP era, pirates focused most often on stealing legitimate product keys, especially Volume License keys. Beginning with Windows Vista, Microsoft has begun building anti- piracy components directly into the operating system, and pirates have aimed their hacking skills at those components with increasing sophistication. The latest salvo from Microsoft in the war against pirates is the Windows Activation Technologies Update (KB9. In its default configuration, it performs an initial validation check and then repeats the process every 9. When I initially wrote about this subject last month, the question I heard most often was, ? If I get validated, shouldn't that be good enough? If you used a copy of Remove. WAT that was created in 2. Microsoft validation servers with a 1. However, as the anguished cries of forum participants proved, the KB9. February exposed all of those hacks, restoring the correct license files and causing the systems to (correctly) fail validation. As a result, the Remove. WAT developer modified his code and released a version last week that trumped the new update and once again allowed hacked machines to pass the activation test. In the past, that would have been counted as a win for the pirates. But with its new signature- based system, Microsoft can improve its exploit- detection code and, at least in theory, identify the updated hacks in 9. The point is that pirates can't count on getting a permanent free pass on activation. If you're a hobbyist obsessed with pirating Windows, you have to put up with the nuisance of updating your hacking tools every few months. But if you're selling pirated software (in a box or preloaded on a system), you risk getting put out of business and maybe sent to jail when the systems you sold in March are detected as pirated in June or July. The other question I hear on the subject is, ? Why not go after the real pirates? The reality is that anyone can be a victim, especially if they ever need help reinstalling Windows or repairing some sort of hardware problem. I have lost count of the number of times I have seen a PC that contains a pirated copy of Windows installed by a nephew or a neighbor or even a local computer tech who was trying to share the cool thing he found on the Internet. Back in 2. 00. 7, I wrote about a firsthand experience with a PC repair tech for a major national chain who used a pirated copy of Windows to . If that were to happen today, the tech might be lucky enough to get away with the deception for a few months, but he would eventually be caught out. One thing I learned while researching this piece is the phenomenal determination of pirates. They've become increasingly sophisticated and are able to react extremely fast to changes from Microsoft. For Microsoft, responding to those fast- moving targets without inadvertently inflicting collateral damage on its customers is a tremendous challenge. Akhiyon Ke Jharokhon Se Songs Music Videos Download MP3 Songs Bollywood Hindi Old Movie Film on Dhingana com 3. 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Whatever the case, this guy’s inability to hold his liquor landed me in the driver’s seat of some piece of shit sedan (which I’m sorry again, I can’t remember the make or model). It was fine. We safely landed on the highway and, of course, everyone promptly fell asleep. A couple hours later, we were at the airport with more than enough time to spare for our flight. Though I was all sorts of pissed at the driver at the time, I can’t help but appreciate the moment in retrospect. His idiocy made for one of the most memorable and interesting driving experiences of my life. So, really, thanks, man—wherever you are. Hackers Remotely Kill a Jeep on the Highway—With Me in It. I was driving 7. 0 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, chilling 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. The Jeep’s strange behavior wasn’t entirely unexpected. 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 doing 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: software that lets hackers send commands through the Jeep’s entertainment system to its dashboard functions, steering, brakes, and transmission, all from a laptop that may be across the country. 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 1. Instead, they merely assured me that they wouldn't do anything life- threatening. Then they told me to drive the Jeep onto the highway. Photographed on Wednesday, July 1, 2. Ladue, Mo. 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 1. 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 didn't panic. I did, however, drop any semblance of bravery, grab my i. Phone with a clammy fist, and beg the hackers to make it stop. Wireless Carjackers. This wasn't the first time Miller and Valasek had put me behind the wheel of a compromised car. In the summer of 2. I 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. 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. It’s the latest in a series of revelations from the two hackers that have spooked the automotive industry and even helped to inspire legislation; WIRED has learned that senators Ed Markey and Richard Blumenthal plan to introduce an automotive security bill today to set new digital security standards for cars and trucks, first sparked when Markey took note of Miller and Valasek’s work in 2. As an auto- hacking antidote, the bill couldn’t be timelier. 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- 6. 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. Miller and Valasek’s full arsenal includes functions that at lower speeds fully kill the engine, abruptly engage the brakes, or disable them altogether. 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. Andy Greenberg/WIREDAll 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 thousands 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 anyone who knows the car's IP address gain access from anywhere in the country. 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 late 2. 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. First, they plan to leave out the part of the attack that rewrites the chip’s firmware; hackers following in their footsteps will have to reverse- engineer that element, a process that took Miller and Valasek months. 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 have been sharing their research with Chrysler for nearly nine months, enabling the company to quietly release a patch ahead of the Black Hat conference. On July 1. 6, owners of vehicles with the Uconnect feature were notified of the patch in a post on Chrysler's website that didn’t offer any details or acknowledge Miller and Valasek’s research. This might be the kind of software bug most likely to kill someone. Charlie Miller. Unfortunately, Chrysler’s patch must be manually implemented via a USB stick or by a dealership mechanic. 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 nonetheless warranted because it allows their work to be proven through peer review. It also sends a message: Automakers need to be held accountable for their vehicles' digital security. In 2. 01. 1 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. Miller and Valasek represent the second act in a good- cop/bad- cop routine. Carmakers who failed to heed polite warnings in 2. The result could be product recalls or even civil suits, says UCSD computer science professor Stefan Savage, who worked on the 2. That implicit assumption is now dead. Photographed on Wednesday, July 1, 2. Ladue, Mo. So Miller has a cheap Kyocera Android phone connected to his battered Mac. Book. He's using the burner phone as a Wi- Fi hot spot, scouring for targets using its thin 3. G bandwidth. A set of GPS coordinates, along with a vehicle identification number, make, model, and IP address, appears on the laptop screen. It’s a Dodge Ram. Miller plugs its GPS coordinates into Google Maps to reveal that it’s cruising down a highway in Texarkana, Texas. 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. 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