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1Clear out junk files and repair common Windows errors2Fix the driver behind crashes, sound loss and screen glitches3Repair Windows errors before they cause bigger problemsYes, an EV charger or an infotainment system can be a route into a device when a vulnerability and the right access path are present. At Pwn2Own Automotive 2026 in Tokyo, security researchers demonstrated attacks against specific chargers and in-vehicle infotainment (IVI) products. The demonstrations were controlled contest exploits—not evidence that every car or charger is vulnerable, that ordinary criminals could carry them out remotely, or that a crash or other safety incident occurred.
What happened at Pwn2Own Automotive 2026?
Trend Micro’s Zero Day Initiative (ZDI) described the January event in Tokyo as the contest’s third annual edition, with a record 73 entries. Over three days, ZDI reported $1,047,000 in awards for 76 unique zero-day vulnerabilities. These figures count contest results, not attacks observed in the wild. ZDI’s final results give the event total; its schedule announcement describes the entry record.
The targets included aftermarket infotainment units, a home EV charger and a fast charger. The contest therefore showed several ways researchers could exploit weaknesses in automotive-adjacent technology—not a single universal method for remotely taking over a car.
Which products and access paths were involved?
Reports from the contest describe different combinations of target, access route and result. The access route matters: an NFC card, Bluetooth connection, USB-based attack category, or connection through charging equipment each implies different proximity and prerequisites.
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| Target or category | Reported access path | What the sources establish |
|---|---|---|
| Autel MaxiCharger AC Elite Home 40A | NFC | Dark Reading reports that a Synacktiv team used NFC to compromise the charger. ZDI separately reported a successful attack against an Autel charger on day one. Dark Reading’s report; ZDI day-one results. |
| Alpitronic HYC50 | Charging connector/signaling, as described in reporting | Dark Reading names the fast charger among the contest targets and describes attacks involving charging equipment. The reporting does not establish that every unit is exposed or provide a current patch status. Dark Reading’s report. |
| Kenwood DNR1007XR, Alpine iLX-F511, Sony XAV-9500ES | Reported demonstrations included Bluetooth and USB-based attack categories | The sources identify these infotainment products as targets, but do not establish that each model shared the same exploit path or outcome. ZDI’s day-one post specifically documents a successful USB-based attack-category demonstration involving Tesla infotainment; that does not mean the three named aftermarket units were all attacked by USB. Dark Reading’s report; ZDI day-one results. |
In a Dark Reading interview published January 23, 2026, ZDI’s Dustin Childs described the Autel demonstration this way: “They just essentially walked up to an EV charger, hit it with an NFC card, and took it over like that.” The quote describes that contest demonstration; it is not a claim that any NFC card can take over any charger.
Can someone hack a car through an EV charger?
The contest showed that charging equipment itself can be a target. Childs also described a separate path in which an attacker starts at a vehicle and uses a connection to compromise an EV charger: “Essentially starting from a vehicle, you can plug in and then compromise the EV charger.” This illustrates a possible device-to-device path in a controlled demonstration, not proof that compromising a charger automatically gives access to a vehicle’s driving controls.
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“Hacking a car” can mean several different things. A compromise of an IVI unit or charger is not by itself evidence that an attacker can steer, brake, or otherwise control safety-critical vehicle functions. The contest reports do not establish such control, a real-world crash, or quantified safety consequences.
What the demonstrations do—and do not—say about risk
What they demonstrate
- Researchers could exploit vulnerabilities in particular tested automotive products under contest conditions.
- Automotive security exposure is not confined to the vehicle itself: chargers and aftermarket infotainment systems can also be part of the attack surface.
- Some demonstrations relied on local or device-mediated access. Treating all the paths as “remote car hacking” erases important differences in what an attacker would need to do.
What remains unestablished
- The contest does not show that every vehicle, charger or unit of a named model is vulnerable.
- The reviewed reporting does not establish real-world exploitation of these specific contest vulnerabilities, a resulting safety incident, or a quantified safety impact.
- It does not provide a current, model-by-model patch status for all named products. Dark Reading reported that some IVI vulnerabilities remained unpatched from the previous contest at the time of publication, but that is not confirmation of their status now.
Researchers quoted by Dark Reading also warned about broader IVI security practices. NCC Group’s Alex Plaskett said IVI security was not at the level of high-end mobile phones; that is an expert’s assessment, not a comparative benchmark study. NCC Group’s Liz James cautioned that insecure maintenance pathways can be abused even without exploiting a software bug. These comments concern security design more broadly and should not be mistaken for findings about every product in this contest.
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What should vehicle and charger owners do?
The contest results alone do not tell an owner whether a specific unit is currently affected or patched. If you own one of the named products, use the exact model name to check the manufacturer’s security notices and support information, and ask the manufacturer or installer whether relevant firmware updates are available. Follow the product’s documented update process; do not assume that a contest target is necessarily still vulnerable—or that it has been patched.
For fleets and charging-site operators, the practical issue is broader than a single exploit: identify which charger and IVI models are deployed, keep track of vendor maintenance and update channels, and review who can access those channels. James’s warning about maintenance tools highlights why protecting update and service pathways matters alongside fixing software flaws.
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