On-board diagnostics (OBD) is a term referring to a vehicle's self-diagnostic and

reporting capability. In the United States, this capability is a requirement to

comply with federal emissions standards to detect failures that may increase the
vehicle tailpipe emissions to more than 150% of the standard to which it was
originally certified.[1][2]

OBD systems give the vehicle owner or repair technician access to the status of the
various vehicle sub-systems. The amount of diagnostic information available via OBD
has varied widely since its introduction in the early 1980s versions of onboard
vehicle computers. Early versions of OBD would simply illuminate a tell-tale light
if a problem was detected, but would not provide any information as to the nature
of the problem. Modern OBD implementations use a standardized digital
communications port to provide real-time data and diagnostic trouble codes which
allow malfunctions within the vehicle to be rapidly identified.

History

This section is in list format but may read better as prose. You can help by
converting this section, if appropriate. Editing help is available. (September
2021)
1968: Volkswagen introduces the first on-board computer system, in their fuel-
injected Type 3 models. This system is entirely analog with no diagnostic
capabilities.
1975: Bosch and Bendix EFI systems are adopted by major automotive manufacturers to
improve tailpipe (exhaust) emissions. These systems are also analog, though some
provide rudimentary diagnostic capability through factory tools, such as the Kent
Moore J-25400, compatible with the Datsun 280Z, and the Cadillac Seville.
1980: General Motors introduces the first data link on their 1980 Cadillac Eldorado
and Seville models. Diagnostic Trouble Codes (DTCs) are displayed through the
electronic climate control system's digital readout when in diagnostic mode.[3]
1981: General Motors introduced its "Computer Command Control" system on all US
passenger vehicles for model year 1981. Included in this system is a proprietary 5-
pin ALDL that interfaces with the Engine Control Module (ECM) to initiate a
diagnostic request and provide a serial data stream. The protocol communicates at
160 baud with Pulse-width modulation (PWM) signaling and monitors all engine
management functions. It reports real-time sensor data, component overrides, and
Diagnostic Trouble Codes. The specification for this link is as defined by GM's
Emissions Control System Project Center document XDE-5024B.[4][5]
1982: RCA defines an analog STE/ICE (simplified test equipment for internal
combustion engines) vehicle diagnostic standard used in the CUCV, M60 tank and
other military vehicles of the era for the US Army.[6]
1986: General Motors introduces an upgraded version of the ALDL protocol, which
communicates at 8192 baud with half-duplex UART signaling on some models.
1988: The California Air Resources Board (CARB) requires that all new vehicles sold
in California from 1988 onward have some basic OBD capability (such as detecting
problems with fuel metering and Exhaust gas recirculation.)[7][8] These
requirements are generally referred to as "OBD-I", though this name is a retronym
applied after the introduction of OBD-II. The data link connector and its position
are not standardized, nor is the data protocol. The Society of Automotive Engineers
(SAE) recommends a standardized diagnostic connector and set of diagnostic test
signals.
~1994: Motivated by a desire for a state-wide emissions testing program, the CARB
issues the OBD-II specification and mandates that it be adopted for all cars sold
in California starting in model year 1996 (see CCR Title 13 Section 1968.1 and 40
CFR Part 86 Section 86.094). The DTCs and connectors suggested by the SAE are
incorporated into this specification.
1996: The OBD-II specification is made mandatory for all passenger cars and petrol-
powered light trucks with a gross vehicle weight rating less than 8,500 lb (3,900
kg) in the United States. The OBD-II specification is also made mandatory for all
petrol-powered vehicles with California emissions with a gross vehicle weight
rating up to 14,000 lb (6,400 kg).[8]
1997: The OBD-II specification is made mandatory for California emissions diesel-
engined vehicles with a gross vehicle weight rating up to 14,000 lb (6,400 kg).[8]
2001: The European Union makes EOBD mandatory for all petrol vehicles sold in the
European Union, starting in MY2001 (see European emission standards Directive
98/69/EC[9]).
2004: The European Union makes EOBD mandatory for all diesel vehicles sold in the
European Union. All petrol-powered vehicles in the United States with a gross
vehicle weight rating of up to 14,000 lb (6,400 kg) are required to have OBD-II.[8]
2006: All vehicles manufactured in Australia and New Zealand are required to be
OBD-II compliant after January 1, 2006.[10] All vehicles in the United States of
14,000 lb (6,400 kg) gross vehicle weight rating and under are required to have
OBD-II.[8]
2007: All California emissions vehicles over 14,000 lb (6,400 kg) gross vehicle
weight rating are required to support EMD/EMD+ or OBD-II.
2008: All cars sold in the United States are required to use the ISO 15765-4[11]
signaling standard (a variant of the Controller Area Network (CAN) bus).[12]
2008: Certain light vehicles in China are required by the Environmental Protection
Administration Office to implement OBD (standard GB18352[13]) by July 1, 2008.[14]
Some regional exemptions may apply.
2010: Start of required phase-in of the OBD-II specification to all vehicles with a
gross vehicle weight rating of 14,000 lb (6,400 kg) and above, this was completed
by the 2013 model year. Vehicles that did not have OBD-II during this time period
were required to have EMD/EMD+.[8]
Standard interfaces
ALDL
Main article: ALDL
GM's ALDL (Assembly Line Diagnostic Link) is sometimes referred to as a predecessor
to, or a manufacturer's proprietary version of, an OBD-I diagnostic starting in
1981. This interface was made in different varieties and changed with power train
control modules (aka PCM, ECM, ECU). Different versions had slight differences in
pin-outs and baud rates. Earlier versions used a 160 baud rate, while later
versions went up to 8192 baud and used bi-directional communications to the PCM.
[15][16]

OBD-I
The regulatory intent of OBD-I was to encourage auto manufacturers to design
reliable emission control systems that remain effective for the vehicle's "useful
life".[17] The hope was that by forcing annual emissions testing for California
starting in 1988, [18] and denying registration to vehicles that did not pass,
drivers would tend to purchase vehicles that would more reliably pass the test.
OBD-I was largely unsuccessful, as the means of reporting emissions-specific
diagnostic information was not standardized. Technical difficulties with obtaining
standardized and reliable emissions information from all vehicles led to an
inability to implement the annual testing program effectively.[19]

The Diagnostic Trouble Codes (DTC's) of OBD-I vehicles can usually be found without
an expensive scan tool. Each manufacturer used their own Diagnostic Link Connector
(DLC), DLC location, DTC definitions, and procedure to read the DTC's from the
vehicle. DTC's from OBD-I cars are often read through the blinking patterns of the
'Check Engine Light' (CEL) or 'Service Engine Soon' (SES) light. By connecting
certain pins of the diagnostic connector, the 'Check Engine' light will blink out a
two-digit number that corresponds to a specific error condition. The DTC's of some
OBD-I cars are interpreted in different ways, however. Cadillac fuel-injected
vehicles are equipped with actual onboard diagnostics, providing trouble codes,
actuator tests and sensor data through the new digital Electronic Climate Control
display.
Holding down 'Off' and 'Warmer' for several seconds activates the diagnostic mode
without the need for an external scan tool. Some Honda engine computers are
equipped with LEDs that light up in a specific pattern to indicate the DTC. General
Motors, some 1989–1995 Ford vehicles (DCL), and some 1989–1995 Toyota/Lexus
vehicles have a live sensor data stream available; however, many other OBD-I
equipped vehicles do not. OBD-I vehicles have fewer DTC's available than OBD-II
equipped vehicles.

OBD-1.5
OBD 1.5 refers to a partial implementation of OBD-II which General Motors used on
some vehicles in 1994, 1995, & 1996. (GM did not use the term OBD 1.5 in the
documentation for these vehicles — they simply have an OBD and an OBD-II section in
the service manual.)

For example, the 1994–1995 model year Corvettes have one post-catalyst oxygen
sensor (although they have two catalytic converters), and have a subset of the OBD-
II codes implemented.[20]

This hybrid system was present on GM B-body cars (the Chevrolet Caprice, Impala,
and Buick Roadmaster) for 1994–1995model years, H-body cars for 1994–1995, W-body
cars (Buick Regal, Chevrolet Lumina (for 1995 only), Chevrolet Monte Carlo (1995
only), Pontiac Grand Prix, Oldsmobile Cutlass Supreme) for 1994–1995, L-body
(Chevrolet Beretta/Corsica) for 1994–1995, Y-body (Chevrolet Corvette) for 1994–
1995, on the F-body (Chevrolet Camaro and Pontiac Firebird) for 1995 and on the J-
Body (Chevrolet Cavalier and Pontiac Sunfire) and N-Body (Buick Skylark, Oldsmobile
Achieva, Pontiac Grand Am) for 1995 and 1996 and also for North American delivered
1994–1995 Saab vehicles with the naturally aspirated 2.3.

The pinout for the ALDL connection on these cars is as follows:

1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
For ALDL connections, pin 9 is the data stream, pins 4 and 5 are ground, and pin 16
is the battery voltage.

An OBD 1.5 compatible scan tool is required to read codes generated by OBD 1.5.

Additional vehicle-specific diagnostic and control circuits are also available on

this connector. For instance, on the Corvette there are interfaces for the Class 2
serial data stream from the PCM, the CCM diagnostic terminal, the radio data
stream, the airbag system, the selective ride control system, the low tire pressure
warning system, and the passive keyless entry system.[21]

An OBD 1.5 has also been used in the Ford Scorpio since 95.[22]

OBD-II
OBD-II is an improvement over OBD-I in both capability and standardization. The
OBD-II standard specifies the type of diagnostic connector and its pinout, the
electrical signalling protocols available, and the messaging format. It also
provides a candidate list of vehicle parameters to monitor along with how to encode
the data for each. There is a pin in the connector that provides power for the scan
tool from the vehicle battery, which eliminates the need to connect a scan tool to
a power source separately. However, some technicians might still connect the scan
tool to an auxiliary power source to protect data in the unusual event that a
vehicle experiences a loss of electrical power due to a malfunction. Finally, the
OBD-II standard provides an extensible list of DTCs. As a result of this
standardization, a single device can query the on-board computer(s) in any vehicle.
This OBD-II came in two models OBD-IIA and OBD-IIB. OBD-II standardization was
prompted by emissions requirements, and though only emission-related codes and data
are required to be transmitted through it, most manufacturers have made the OBD-II
Data Link Connector the only one in the vehicle through which all systems are
diagnosed and programmed. OBD-II Diagnostic Trouble Codes are 4-digit, preceded by
a letter: P for powertrain (engine and transmission), B for body, C for chassis,
and U for network.

OBD-II diagnostic connector

Female OBD-II connector on a car

Female OBD-II type A connector pinout – front view

Female OBD-II type B connector pinout – front view. Wire placement is identical to
type A, but the center groove is split in two.
The OBD-II specification provides for a standardized hardware interface — the
female 16-pin (2x8) J1962 connector, where type A is used for 12-volt vehicles and
type B for 24-volt vehicles. Unlike the OBD-I connector, which was sometimes found
under the bonnet of the vehicle, the OBD-II connector is required to be within 2
feet (0.61 m) of the steering wheel (unless an exemption is applied for by the
manufacturer, in which case it is still somewhere within reach of the driver).

SAE J1962 defines the pinout of the connector as:

1 Manufacturer discretion
GM: J2411 GMLAN/SWC/Single-Wire CAN.
Audi: Switched +12 to tell a scan tool whether the ignition is on.
VW: Switched +12 to tell a scan tool whether the ignition is on.
Mercedes[23] (K-Line): Ignition control (EZS), air-conditioner (KLA), PTS, safety
systems (Airbag, SRS, AB) and some other.

9 Manufacturer discretion
GM: 8192 baud ALDL where fitted.
BMW: RPM signal.
Toyota: RPM signal.
Mercedes (K-Line): ABS, ASR, ESP, ETS, BAS diagnostic.

2 Bus positive Line

SAE J1850 PWM and VPW

10 Bus negative Line

SAE J1850 PWM only (not SAE 1850 VPW)

3 Manufacturer discretion
Ethernet TX+ (Diagnostics over IP)
Ford DCL(+) Argentina, Brazil (pre OBD-II) 1997–2000, USA, Europe, etc.
Chrysler CCD Bus(+)
Mercedes (TNA): TD engine rotation speed.

11 Manufacturer discretion
Ethernet TX- (Diagnostics over IP)
Ford DCL(-) Argentina, Brazil (pre OBD-II) 1997–2000, USA, Europe, etc.
Chrysler CCD Bus(-)
Mercedes (K-Line): Gearbox and other transmission components (EGS, ETC, FTC).

4 Chassis ground 12 Manufacturer discretion

Ethernet RX+ (Diagnostics over IP)
Mercedes (K-Line): All activity module (AAM), Radio (RD), ICS (and more)

5 Signal ground 13 Manufacturer discretion

Ethernet RX- (Diagnostics over IP)
Ford: FEPS – Programming PCM voltage
Mercedes (K-Line): AB diagnostic – safety systems.

6 CAN high
(ISO 15765-4 and SAE J2284)

14 CAN low
(ISO 15765-4 and SAE J2284)

7 K-line
(ISO 9141-2 and ISO 14230-4)

15 L-line
(ISO 9141-2 and ISO 14230-4)

8 Manufacturer discretion
Activate Ethernet (Diagnostics over IP)
Many BMWs: A second K-line for non OBD-II (Body/Chassis/Infotainment) systems.
Mercedes: Ignition

16 Battery voltage
(+12 Volt for type A connector)
(+24 Volt for type B connector)

The assignment of unspecified pins is left to the vehicle manufacturer's

discretion.[24]

EOBD
The European on-board diagnostics (EOBD) regulations are the European equivalent of
OBD-II, and apply to all passenger cars of category M1 (with no more than 8
passenger seats and a Gross Vehicle Weight rating of 2,500 kg, 5,500 lb or less)
first registered within EU member states since January 1, 2001 for petrol-engined
cars and since January 1, 2004 for diesel engined cars.[25]

For newly introduced models, the regulation dates applied a year earlier – January
1, 2000 for petrol and January 1, 2003, for diesel.
For passenger cars with a Gross Vehicle Weight rating of greater than 2500 kg and
for light commercial vehicles, the regulation dates applied from January 1, 2002,
for petrol models, and January 1, 2007, for diesel models.

The technical implementation of EOBD is essentially the same as OBD-II, with the
same SAE J1962 diagnostic link connector and signal protocols being used.

With Euro V and Euro VI emission standards, EOBD emission thresholds are lower than
previous Euro III and IV.

EOBD fault codes

Each of the EOBD fault codes consists of five characters: a letter, followed by
four numbers.[26] The letter refers to the system being interrogated e.g. Pxxxx
would refer to the powertrain system. The next character would be a 0 if complies
to the EOBD standard. So it should look like P0xxx.

The next character would refer to the sub system.

P00xx – Fuel and Air Metering and Auxiliary Emission Controls.

P01xx – Fuel and Air Metering.
P02xx – Fuel and Air Metering (Injector Circuit).
P03xx – Ignition System or Misfire.
P04xx – Auxiliary Emissions Controls.
P05xx – Vehicle Speed Controls and Idle Control System.
P06xx – Computer Output Circuit.
P07xx – Transmission.
P08xx – Transmission.
The following two characters would refer to the individual fault within each
subsystem.[27]

EOBD2
The term "EOBD2" is marketing speak used by some vehicle manufacturers to refer to
manufacturer-specific features that are not actually part of the OBD or EOBD
standard. In this case "E" stands for Enhanced.

JOBD
JOBD is a version of OBD-II for vehicles sold in Japan.

ADR 79/01 & 79/02 (Australian OBD standard)

The ADR 79/01 (Vehicle Standard (Australian Design Rule 79/01 – Emission Control
for Light Vehicles) 2005) standard is the Australian equivalent of OBD-II. It
applies to all vehicles of category M1 and N1 with a Gross Vehicle Weight rating of
3,500 kg (7,700 lb) or less, registered from new within Australia and produced
since January 1, 2006 for petrol-engined cars and since January 1, 2007 for diesel-
engined cars.[28]

For newly introduced models, the regulation dates applied a year earlier – January
1, 2005 for petrol and January 1, 2006, for diesel. The ADR 79/01 standard was
supplemented by the ADR 79/02 standard which imposed tighter emissions
restrictions, applicable to all vehicles of class M1 and N1 with a Gross Vehicle
Weight rating of 3500 kg or less, from July 1, 2008, for new models, July 1, 2010,
for all models.[29]

The technical implementation of this standard is essentially the same as OBD-II,

with the same SAE J1962 diagnostic link connector and signal protocols being used.

EMD/EMD+
In North America, EMD and EMD+ are on-board diagnostic systems that were used on
vehicles with a gross vehicle weight rating of 14,000 lb (6,400 kg) or more between
the 2007 and 2012 model years if those vehicles did not already implement OBD-II.
EMD was used on California emissions vehicles between model years 2007 and 2009
that did not already have OBD-II. EMD was required to monitor fuel delivery,
exhaust gas recirculation, the diesel particulate filter (on diesel engines), and
emissions-related powertrain control module inputs and outputs for circuit
continuity, data rationality, and output functionality. EMD+ was used on model year
2010-2012 California and Federal petrol-engined vehicles with a gross vehicle
weight rating of over 14,000 lb (6,400 kg), it added the ability to monitor
nitrogen oxide catalyst performance. EMD and EMD+ are similar to OBD-I in logic but
use the same SAE J1962 data connector and CAN bus as OBD-II systems.[8]

OBD-II signal protocols

Five signaling protocols are permitted with the OBD-II interface. Most vehicles
implement only one of the protocols. It is often possible to deduce the protocol
used based on which pins are present on the J1962 connector:[30]

SAE J1850 PWM (pulse-width modulation — 41.6 kB/sec, standard of the Ford Motor
Company)
pin 2: Bus+
pin 10: Bus–
High voltage is +5 V
Message length is restricted to 12 bytes, including CRC
Employs a multi-master arbitration scheme called 'Carrier Sense Multiple Access
with Non-Destructive Arbitration' (CSMA/NDA)
SAE J1850 VPW (variable pulse width — 10.4/41.6 kB/sec, standard of General Motors)
pin 2: Bus+
Bus idles low
High voltage is +7 V
Decision point is +3.5 V
Message length is restricted to 12 bytes, including CRC
Employs CSMA/NDA
ISO 9141-2.[31] This protocol has an asynchronous serial data rate of 10.4 kbit/s.
[32] It is somewhat similar to RS-232; however, the signal levels are different,
and communications happen on a single, bidirectional line without additional
handshake signals. ISO 9141-2 is primarily used in Chrysler, European, and Asian
vehicles.
pin 7: K-line
pin 15: L-line (optional)
UART signaling
K-line idles high, with a 510 ohm resistor to Vbatt
The active/dominant state is driven low with an open-collector driver.
Message length is Max 260Bytes. Data field MAX 255.
ISO 14230 KWP2000 (Keyword Protocol 2000)
pin 7: K-line
pin 15: L-line (optional)
Physical layer identical to ISO 9141-2
Data rate 1.2 to 10.4 kBaud
Message may contain up to 255 bytes in the data field
ISO 15765 CAN (250 kbit/s or 500 kbit/s). The CAN protocol was developed by Bosch
for automotive and industrial control. Unlike other OBD protocols, variants are
widely used outside of the automotive industry. While it did not meet the OBD-II
requirements for U.S. vehicles prior to 2003, as of 2008 all vehicles sold in the
US are required to implement CAN as one of their signaling protocols.
pin 6: CAN High
pin 14: CAN Low
All OBD-II pinouts use the same connector, but different pins are used with the
exception of pin 4 (battery ground) and pin 16 (battery positive).

OBD-II diagnostic data available

OBD-II provides access to data from the engine control unit (ECU) and offers a
valuable source of information when troubleshooting problems inside a vehicle. The
SAE J1979 standard defines a method for requesting various diagnostic data and a
list of standard parameters that might be available from the ECU. The various
available parameters are addressed by "parameter identification numbers" or PIDs
which are defined in J1979. For a list of basic PIDs, their definitions, and the
formula to convert raw OBD-II output to meaningful diagnostic units, see OBD-II
PIDs. Manufacturers are not required to implement all PIDs listed in J1979 and they
are allowed to include proprietary PIDs that are not listed. The PID request and
data retrieval system gives access to real time performance data as well as flagged
DTCs. For a list of generic OBD-II DTCs suggested by the SAE, see Table of OBD-II
Codes. Individual manufacturers often enhance the OBD-II code set with additional
proprietary DTCs.

Mode of operation/OBD services

Here is a basic introduction to the OBD communication protocol according to ISO
15031. In SAE J1979 these "modes" were renamed to "services", starting in 2003.

Service / Mode $01 shows current sensor live data from PIDs ("Parameter IDs"). See
OBD-II PIDs#Service_01 for an extensive list.
Service / Mode $02 makes Freeze Frame data accessible via the same PIDs.[33] See
OBD-II PIDs#Service_02 for a list.
Service / Mode $03 lists the emission-related "confirmed" diagnostic trouble codes
stored. It either displays numeric, 4 digit codes identifying the faults or maps
them to a letter (P, B, U, C) plus 4 digits. See #OBD-II_diagnostic_trouble_codes.
Service / Mode $04 is used to clear emission-related diagnostic information. This
includes clearing the stored pending/confirmed DTCs and Freeze Frame data.[34]
Service / Mode $05 displays the oxygen sensor monitor screen and the test results
gathered about the oxygen sensor. There are ten numbers available for diagnostics:
$01 Rich-to-Lean O2 sensor threshold voltage
$02 Lean-to-Rich O2 sensor threshold voltage
$03 Low sensor voltage threshold for switch time measurement
$04 High sensor voltage threshold for switch time measurement
$05 Rich-to-Lean switch time in ms
$06 Lean-to Rich switch time in ms
$07 Minimum voltage for test
$08 Maximum voltage for test
$09 Time between voltage transitions in ms
See OBD-II PIDs#Service_05 for a list.
Service / Mode $06 is a Request for On-Board Monitoring Test Results for
Continuously and Non-Continuously Monitored System. There are typically a minimum
value, a maximum value, and a current value for each non-continuous monitor.
Service / Mode $07 is a Request for emission-related diagnostic trouble codes
detected during current or last completed driving cycle. It enables the external
test equipment to obtain "pending" diagnostic trouble codes detected during current
or last completed driving cycle for emission-related components/systems. This is
used by service technicians after a vehicle repair, and after clearing diagnostic
information to see test results after a single driving cycle to determine if the
repair has fixed the problem. See #OBD-II_diagnostic_trouble_codes.
Service / Mode $08 could enable the off-board test device to control the operation
of an on-board system, test, or component.
Service / Mode $09 is used to retrieve vehicle information. Among others, the
following information is available:
VIN (Vehicle Identification Number): Vehicle ID
CALID (Calibration Identification): ID for the software installed on the ECU
CVN (Calibration Verification Number): Number used to verify the integrity of the
vehicle software. The manufacturer is responsible for determining the method of
calculating CVN(s), e.g. using checksum.
In-use performance counters
Petrol engine : Catalyst, Primary oxygen sensor, Evaporating system, EGR system,
VVT system, Secondary air system, and Secondary oxygen sensor
Diesel engine : NMHC catalyst, NOx reduction catalyst, NOx absorber Particulate
matter filter, Exhaust gas sensor, EGR system, VVT system, Boost pressure control,
Fuel system.
See OBD-II PIDs#Service_09 for an extensive list.
Service / Mode $0A lists emission-related "permanent" diagnostic trouble codes
stored. As per CARB, any diagnostic trouble codes that is commanding MIL on and
stored into non-volatile memory shall be logged as a permanent fault code. See
#OBD-II_diagnostic_trouble_codes.
Applications
Various tools are available that plug into the OBD connector to access OBD
functions. These range from simple generic consumer level tools to highly
sophisticated OEM dealership tools to vehicle telematic devices.

Hand-held scan tools

Multi-brand vehicle diagnostics system handheld Autoboss V-30 with adapters for
connectors of several vehicle manufacturers.[35]
A range of rugged hand-held scan tools is available.

Simple fault code readers/reset tools are mostly aimed at the consumer level.
Professional hand-held scan tools may possess more advanced functions
Access more advanced diagnostics
Set manufacturer- or vehicle-specific ECU parameters
Access and control other control units, such as air bag or ABS
Real-time monitoring or graphing of engine parameters to facilitate diagnosis or
tuning
Mobile device-based tools and analysis
Mobile device applications allow mobile devices such as cell phones and tablets to
display and manipulate the OBD-II data accessed via USB adaptor cables or Bluetooth
adapters plugged into the car's OBD II connector. Newer devices on the market are
equipped with GPS sensors and the ability to transmit vehicle location and
diagnostics data over a cellular network. Modern OBD-II devices can therefore
nowadays be used to for example locate vehicles, monitor driving behavior in
addition to reading Diagnostics Trouble Codes (DTC). Even more advanced devices
allow users to reset engine DTC codes, effectively turning off engine lights in the
dashboard; however, resetting the codes does not address the underlying issues and
can in worst-case scenarios even lead to engine breakage where the source issue is
serious and left unattended for long periods.[36][37]

OBD-II Software
An OBD-II software package when installed in a computer (Windows, Mac, or Linux)
can help diagnose the onboard system, read and erase DTCs, turn off MIL, show real-
time data, and measure vehicle fuel economy.[38]

To use OBD-II software, one needs to have an OBD-II adapter (commonly using
Bluetooth, Wi-Fi or USB)[39] plugged in the OBD-II port to enable the vehicle to
connect with the computer where the software is installed.[40]

PC-based scan tools and analysis platforms

Typical simple USB KKL Diagnostic Interface without protocol logic for signal level
adjustment.
A PC-based OBD analysis tool that converts the OBD-II signals to serial data (USB
or serial port) standard to PCs or Macs. The software then decodes the received
data to a visual display. Many popular interfaces are based on the ELM327 or
STN[41] OBD Interpreter ICs, both of which read all five generic OBD-II protocols.
Some adapters now use the J2534 API allowing them to access OBD-II Protocols for
both cars and trucks.

In addition to the functions of a hand-held scan tool, the PC-based tools generally
offer:

Large storage capacity for data logging and other functions

Higher resolution screen than handheld tools
The ability to use multiple software programs adding flexibility
The identification and clearance of fault code
Data shown by intuitive graphs and charts
The extent that a PC tool may access manufacturer or vehicle-specific ECU
diagnostics varies between software products[42] as it does between hand-held
scanners.

Data loggers

TEXA OBD log. Small data logger with the possibility to read out the data later on
PC via USB.
Data loggers are designed to capture vehicle data while the vehicle is in normal
operation, for later analysis.

Data logging uses include:

Engine and vehicle monitoring under normal operation, for diagnosis or tuning.
Some US auto insurance companies offer reduced premiums if OBD-II vehicle data
loggers[43][44] or cameras[45] are installed – and if the driver's behaviour meets
requirements. This is a form of auto insurance risk selection
Monitoring of driver behaviour by fleet vehicle operators.
Analysis of vehicle black box data may be performed periodically, automatically
transmitted wirelessly to a third party or retrieved for forensic analysis after an
event such as an accident, traffic infringement or mechanical fault.

Emission testing
In the United States, many states now use OBD-II testing instead of tailpipe
testing in OBD-II compliant vehicles (1996 and newer). Since OBD-II stores trouble
codes for emissions equipment, the testing computer can query the vehicle's onboard
computer and verify there are no emission related trouble codes and that the
vehicle is in compliance with emission standards for the model year it was
manufactured.

In the Netherlands, 2006 and later vehicles get a yearly EOBD emission check.[46]

Driver's supplementary vehicle instrumentation

Driver's supplementary vehicle instrumentation is instrumentation installed in a
vehicle in addition to that provided by the vehicle manufacturer and intended for
display to the driver during normal operation. This is opposed to scanners used
primarily for active fault diagnosis, tuning, or hidden data logging.

Auto enthusiasts have traditionally installed additional gauges such as manifold

vacuum, battery current etc. The OBD standard interface has enabled a new
generation of enthusiast instrumentation accessing the full range of vehicle data
used for diagnostics, and derived data such as instantaneous fuel economy.

Instrumentation may take the form of dedicated trip computers,[47] carputer or

interfaces to PDAs,[48] smartphones, or a Garmin navigation unit.

As a carputer is essentially a PC, the same software could be loaded as for PC-
based scan tools and vice versa, so the distinction is only in the reason for use
of the software.

These enthusiast systems may also include some functionality similar to the other
scan tools.

Vehicle telematics
OBD II information is commonly used by vehicle telematics devices that perform
fleet tracking, monitor fuel efficiency, prevent unsafe driving, as well as for
remote diagnostics and by Pay-As-You-Drive insurance.

Although originally not intended for the above purposes, commonly supported OBD II
data such as vehicle speed, RPM, and fuel level allow GPS-based fleet tracking
devices to monitor vehicle idling times, speeding, and over-revving. By monitoring
OBD II DTCs a company can know immediately if one of its vehicles has an engine
problem and by interpreting the code the nature of the problem. It can be used to
detect reckless driving in real time based on the sensor data provided through the
OBD port.[49] This detection is done by adding a complex events processor (CEP) to
the backend and on the client's interface. OBD II is also monitored to block mobile
phones when driving and to record trip data for insurance purposes.[50]

OBD-II diagnostic trouble codes

OBD-II diagnostic trouble codes (DTCs)[51][52] are five characters long, with the
first letter indicating a category, and the remaining four being a hexadecimal
number.[53]

The first character, representing category can only be one of the following four
letters, given here with their associated meanings. (This restriction in number is
due to how only two bits of memory are used to indicate the category when DTCs are
stored and transmitted).[53]

P – Powertrain (engine, transmission and ignition)

C – Chassis (includes ABS and brake fluid)
B – Body (includes air conditioning and airbag)
U – Network[a] (wiring bus)
Whilst this is commonly referred to as the network category, it may originally
have been the 'undefined' category, hence the use of the letter 'U' rather than
'N'.
The second character is a number in the range of 0–3. (This restriction is again
due to memory storage limitations).[53]

0 – Indicates a generic (SAE defined) code.

1 – Indicates a manufacturer-specific (OEM) code.
2 – Category dependent:
For the 'P' category this indicates a generic (SAE defined) code.
For other categories indicates a manufacturer-specific (OEM) code.
3 – Category dependent:
For the 'P' category this is indicates a code that has been 'jointly' defined.
For other categories this has been reserved for future use.
The third character may denote a particular vehicle system that the fault relates
to.[51]

0 – Fuel and air metering and auxiliary emission controls

1 – Fuel and air metering
2 – Fuel and air metering (injector circuit)
3 – Ignition systems or misfires
4 – Auxiliary emission controls
5 – Vehicle speed control and idle control systems
6 – Computer and output circuit
7 – Transmission
8 – Transmission
A-F – Hybrid Trouble Codes
Finally the fourth and fifth characters define the exact problem detected.

Standards documents
SAE standards documents on OBD-II
J1962 – Defines the physical connector used for the OBD-II interface.
J1850 – Defines a serial data protocol. There are 2 variants: 10.4 kbit/s (single
wire, VPW) and 41.6 kbit/s (2 wire, PWM). Mainly used by US manufacturers, also
known as PCI (Chrysler, 10.4K), Class 2 (GM, 10.4K), and SCP (Ford, 41.6K)
J1978 – Defines minimal operating standards for OBD-II scan tools
J1979 – Defines standards for diagnostic test modes
J2012 – Defines standards trouble codes and definitions.
J2178-1 – Defines standards for network message header formats and physical address
assignments
J2178-2 – Gives data parameter definitions
J2178-3 – Defines standards for network message frame IDs for single byte headers
J2178-4 – Defines standards for network messages with three byte headers*
J2284-3 – Defines 500K CAN physical and data link layer
J2411 – Describes the GMLAN (Single-Wire CAN) protocol, used in newer GM vehicles.
Often accessible on the OBD connector as PIN 1 on newer GM vehicles.
SAE standards documents on HD (Heavy Duty) OBD
J1939 – Defines a data protocol for heavy duty commercial vehicles
ISO standards
ISO 9141: Road vehicles – Diagnostic systems. International Organization for
Standardization, 1989.
Part 1: Requirements for interchange of digital information
Part 2: CARB requirements for interchange of digital information
Part 3: Verification of the communication between vehicle and OBD II scan tool
ISO 11898: Road vehicles – Controller area network (CAN). International
Organization for Standardization, 2003.
Part 1: Data link layer and physical signalling
Part 2: High-speed medium access unit
Part 3: Low-speed, fault-tolerant, medium-dependent interface
Part 4: Time-triggered communication
ISO 14230: Road vehicles – Diagnostic systems – Keyword Protocol 2000,
International Organization for Standardization, 1999.
Part 1: Physical layer
Part 2: Data link layer
Part 3: Application layer
Part 4: Requirements for emission-related systems
ISO 15031: Communication between vehicle and external equipment for emissions-
related diagnostics, International Organization for Standardization, 2010.
Part 1: General information and use case definition
Part 2: Guidance on terms, definitions, abbreviations and acronyms
Part 3: Diagnostic connector and related electrical circuits, specification and use
Part 4: External test equipment
Part 5: Emissions-related diagnostic services
Part 6: Diagnostic trouble code definitions
Part 7: Data link security
ISO 15765: Road vehicles – Diagnostics on Controller Area Networks (CAN).
International Organization for Standardization, 2004.
Part 1: General information
Part 2: Network layer services ISO 15765-2
Part 3: Implementation of unified diagnostic services (UDS on CAN)
Part 4: Requirements for emissions-related systems
Security issues
Researchers at the University of Washington and University of California examined
the security around OBD and found that they were able to gain control over many
vehicle components via the interface. Furthermore, they were able to upload new
firmware into the engine control units. Their conclusion is that vehicle embedded
systems are not designed with security in mind.[54][55][56]

There have been reports of thieves using specialist OBD reprogramming devices to
enable them to steal cars without the use of a key.[57] The primary causes of this
vulnerability lie in the tendency for vehicle manufacturers to extend the bus for
purposes other than those for which it was designed, and the lack of authentication
and authorization in the OBD specifications, which instead rely largely on security
through obscurity.[58]

See also

Wikimedia Commons has media related to Obd2.

OBD-II PIDs ("Parameter IDs")
Unified Diagnostic Services
Engine control unit
Immobiliser
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Notes
Birnbaum, Ralph and Truglia, Jerry. Getting to Know OBD II. New York, 2000. ISBN 0-
9706711-0-5.
SAE International. On-Board Diagnostics for Light and Medium Duty Vehicles
Standards Manual. Pennsylvania, 2003. ISBN 0-7680-1145-0.
External links
Directive 98/69/EC of the European Parliament and of the Council of 13 October
1998.
National OBD Clearing House Center for Automotive Science and Technology at Weber
State University
United States Environmental Protection Agency OBD information for repair
technicians, vehicle owners, and manufacturers