Understanding CAN Bus OBD2 Pinout: A Comprehensive Guide

In the world of modern automotive diagnostics and data communication, the On-Board Diagnostics II (OBD2) system stands as a critical interface. For anyone involved in vehicle repair, performance tuning, or data analysis, understanding the OBD2 protocol is essential. This guide provides a practical and in-depth look at OBD2, with a special focus on the Can Bus Obd2 Pinout, its significance, and how it facilitates communication within your vehicle.

We will explore the intricacies of the OBD2 connector, delve into the CAN bus integration, and explain how to effectively utilize the pinout for diagnostics and data logging. Whether you’re a seasoned mechanic or an automotive enthusiast, this guide will equip you with the knowledge to confidently navigate the world of OBD2.

What is OBD2?

OBD2 is essentially your car’s internal health monitoring system. It’s a standardized protocol mandated for most vehicles, designed to provide access to diagnostic trouble codes (DTCs) and real-time vehicle data through a universal OBD2 connector.

You’ve likely encountered OBD2 in action before. The “check engine light” or malfunction indicator lamp (MIL) on your dashboard? That’s OBD2 signaling a potential issue. When you take your car to a mechanic, they use an OBD2 scanner to connect to your vehicle via the 16-pin OBD2 connector, typically located near the steering wheel. This scanner sends ‘OBD2 requests’ to the car’s computer, and the car responds with ‘OBD2 responses’, which can include vital information like speed, engine temperature, fuel levels, and of course, DTCs. This streamlined communication drastically simplifies and speeds up the troubleshooting process.

Understanding OBD2: On-Board Diagnostics and the Malfunction Indicator Light

Does Your Car Have OBD2?

The answer is almost certainly yes, especially if you own a non-electric vehicle manufactured in recent years. OBD2 compliance is widespread. However, it’s important to note that the presence of a 16-pin OBD2 connector doesn’t always guarantee full OBD2 support, particularly in older models. Even with the physical connector, some vehicles might not fully adhere to the OBD2 protocol.

A key factor in determining OBD2 compliance is the vehicle’s original market and year of manufacture:

OBD2 Compliance Timeline: Check if Your Car is OBD2 Compliant Based on Region and Year

A Brief History of OBD2

OBD2’s origins trace back to California, driven by the California Air Resources Board (CARB). In the pursuit of stricter emission controls, CARB mandated OBD systems in all new vehicles sold in California from 1991 onwards.

The Society of Automotive Engineers (SAE) played a crucial role in standardizing the protocol, leading to the OBD2 standard. This standardization included diagnostic trouble codes (DTCs) and a universal OBD connector, formalized under SAE J1962. This standard aimed to ensure consistency across different vehicle manufacturers.

The rollout of OBD2 was a phased process:

1996: OBD2 became mandatory in the USA for cars and light trucks.
2001: The European Union mandated OBD2 for gasoline vehicles (EOBD).
2003: EOBD was extended to diesel vehicles in the EU.
2005: OBD2 became required for medium-duty vehicles in the US.
2008: US vehicles were required to adopt ISO 15765-4 (CAN) as the foundation for OBD2 communication.
2010: OBD2 compliance was extended to heavy-duty vehicles in the US.

OBD2 History: From Emission Control to Vehicle Data Access via CAN Bus

OBD2 Timeline: A Visual Overview of On-Board Diagnostics History

OBD2 Future Trends: OBD3, Remote Diagnostics, and the Internet of Things (IoT)

The Future of OBD2

While OBD2 remains a cornerstone of vehicle diagnostics, its future is evolving.

Initially focused on emissions control, legislative OBD2 requirements haven’t extended to electric vehicles (EVs). Consequently, most modern EVs don’t support standard OBD2 requests, opting instead for OEM-specific UDS communication. This shift presents challenges for accessing EV data, often requiring reverse engineering efforts to decode proprietary protocols, as seen in studies for brands like Tesla, Hyundai/Kia, Nissan, and VW/Skoda.

OBD2’s limitations in data richness and reliance on older lower-layer protocols have spurred the development of alternatives like WWH-OBD (World Wide Harmonized OBD) and OBDonUDS (OBD on UDS). These aim to modernize OBD communication by using the UDS protocol as a base.

The rise of connected cars also highlights the cumbersome nature of manual OBD2 emission checks. OBD3 proposes a solution by integrating telematics into all vehicles. This concept involves adding a small radio transponder to cars, enabling wireless transmission of the vehicle identification number (VIN) and DTCs to a central server for automated checks. While devices like the CANedge2 WiFi CAN logger and CANedge3 3G/4G CAN logger already facilitate wireless CAN/OBD2 data transfer, OBD3 raises privacy and surveillance concerns.

Another significant trend is the automotive industry’s push to control access to vehicle data. Car manufacturers, particularly in Germany, argue that OBD2 was intended for repair shops, not for third-party data-driven services. Proposals to “turn off” OBD2 functionality during driving and centralize data collection with manufacturers are gaining traction. This move, justified by security concerns like preventing car hacking, could reshape the market for third-party OBD2 applications and services.

OBD2 in the Future: Potential Shift in Data Access for Electric Vehicles

Deep Dive into CAN Bus and OBD2 Pinout

To truly grasp OBD2, especially the CAN bus OBD2 pinout, it’s crucial to understand the underlying standards and connector specifications.

OBD2 Standards: A Layered Approach

OBD2 operates as a higher-layer protocol, much like a language spoken over a communication network. CAN (Controller Area Network) bus acts as the communication method, the physical network itself. This is analogous to other CAN-based higher-layer protocols like J1939, CANopen, and NMEA 2000.

The OBD2 standards comprehensively define everything from the physical OBD2 connector and its pinout to the lower-layer protocols and OBD2 Parameter IDs (PIDs).

These standards can be visualized using the 7-layer OSI model, which helps to organize the different aspects of communication. Both SAE (US standards) and ISO (international standards) contribute to defining these layers, often with technically equivalent standards like SAE J1979 vs. ISO 15031-5, and SAE J1962 vs. ISO 15031-3.

OBD2 and CAN Bus in the OSI Model: Layered Communication Standards

The OBD2 Connector and SAE J1962 Pinout Standard

The 16-pin OBD2 connector is your physical gateway to vehicle data. Standardized under SAE J1962 and ISO 15031-3, this connector provides a consistent interface for accessing vehicle diagnostics. Let’s focus on the OBD2 pinout, which is critical for understanding how communication is established.

The following diagram illustrates a Type A OBD2 pin connector, also known as the Data Link Connector (DLC):

OBD2 Connector Pinout: Type A Socket (Female) Data Link Connector (DLC)

Key points about the OBD2 connector and its pinout:

Location: Usually located near the steering wheel, though sometimes hidden behind a panel.
Pin 16: Battery Power: Supplies battery voltage (often active even when the ignition is off), typically 12V for Type A.
Pinout Variability: The function of specific pins can vary depending on the communication protocol used by the vehicle.
Pins 6 & 14: CAN Bus Connection: For vehicles using CAN bus (the most common lower-layer protocol for OBD2 since 2008), pins 6 and 14 are crucial.
- Pin 6: CAN High (CAN-H) – This pin carries the CAN High signal.
- Pin 14: CAN Low (CAN-L) – This pin carries the CAN Low signal.
  These two pins are essential for CAN bus communication, forming the differential pair that transmits data.

Understanding the CAN bus OBD2 pinout (pins 6 and 14) is particularly important when you’re interfacing with the vehicle’s CAN network for diagnostics, data logging, or custom applications. Connecting to these pins correctly is paramount for successful CAN communication.

OBD2 Connector Types: A vs. B

You might encounter two main types of OBD2 connectors: Type A and Type B. Type A is standard in most cars and light-duty vehicles, while Type B is more common in medium and heavy-duty vehicles.

While both types share a similar OBD2 pinout, they differ primarily in power supply and voltage. Type A typically provides 12V power, while Type B is designed for 24V systems. Baud rates can also vary, with cars often using 500 kbps and heavy-duty vehicles commonly using 250 kbps (though 500 kbps support is increasing).

Visually, Type B connectors have a distinctive interrupted groove in the center, distinguishing them from Type A. A Type B OBD2 adapter cable is usually compatible with both Type A and B sockets, whereas a Type A adapter may not fit into a Type B socket.

OBD2 Connector Types A and B: Distinctions in Voltage and Application

OBD2 and CAN Bus: ISO 15765-4 Standards

Since 2008, CAN bus has been the mandated lower-layer protocol for OBD2 in US vehicles, as per ISO 15765. This standard, ISO 15765-4 (also known as Diagnostics over CAN or DoCAN), defines specific constraints on the CAN standard (ISO 11898) for OBD2 applications.

ISO 15765-4 standardizes the CAN interface for diagnostic equipment, focusing on the physical, data link, and network layers. Key specifications include:

CAN Bit-rate: Must be either 250 kbps or 500 kbps.
CAN IDs: Can use 11-bit (standard) or 29-bit (extended) identifiers.
OBD2 Specific CAN IDs: Defined for OBD requests and responses.
Data Frame Length: Diagnostic CAN frames must have a data length of 8 bytes.
Adapter Cable Length: OBD2 adapter cables should not exceed 5 meters.

Understanding these specifications, especially the CAN bus OBD2 pinout and the CAN ID structure, is essential for anyone working with OBD2 data over CAN.

OBD2 and CAN Bus: Relationship Defined by ISO 15765 Standards

CAN Identifiers in OBD2 Communication

OBD2 communication over CAN relies on a request-response model. Let’s look at the CAN IDs used, which are directly relevant to the CAN bus OBD2 pinout and data flow.

In most cars, 11-bit CAN IDs are used for OBD2.

Functional Addressing (Request): CAN ID 0x7DF. This ‘broadcast’ request asks all OBD2-compliant ECUs if they have data related to the requested parameter (as per ISO 15765-4).
Physical Addressing (Request): CAN IDs 0x7E0-0x7E7. Used for requests directed to specific ECUs (less common than functional addressing).
Responses: ECUs respond with 11-bit IDs in the range 0x7E8-0x7EF.
- 0x7E8: Most common response ID, typically from the ECM (Engine Control Module).
- 0x7E9: Common for TCM (Transmission Control Module) responses.

Some vehicles, particularly vans and medium/heavy-duty vehicles, may utilize 29-bit extended CAN identifiers for OBD2 communication.

Functional Addressing (29-bit): CAN ID 0x18DB33F1.
Responses (29-bit): CAN IDs range from 0x18DAF100 to 0x18DAF1FF (common examples: 0x18DAF110 and 0x18DAF11E). These response IDs are sometimes also represented in J1939 PGN format, specifically PGN 0xDA00 (55808), which is reserved for ISO 15765-2 in the J1939-71 standard.

OBD2 Request and Response Frames: Data Flow and Parameter IDs (PIDs)

OBD2 vs. OEM-Specific CAN Protocols

It’s crucial to understand that OBD2 is not the native communication protocol for your car’s internal operations. Vehicle ECUs primarily rely on proprietary CAN protocols defined by the Original Equipment Manufacturer (OEM). These OEM protocols are specific to the vehicle brand, model, and year, and are typically not publicly documented. Unless you are the OEM, interpreting this proprietary CAN data is generally not possible without reverse engineering.

When you connect a CAN bus data logger to your car’s OBD2 port, you might observe OEM-specific CAN data alongside OBD2 data. This OEM data is often broadcast at high rates (1000-2000 frames/second). However, many newer vehicles incorporate a ‘gateway’ that restricts access to this OEM data through the OBD2 connector, allowing only OBD2 communication.

Think of OBD2 as an additional, standardized higher-layer protocol operating alongside the OEM’s proprietary communication network. It’s a diagnostic window into the vehicle’s systems, but not the primary language spoken by the car’s components amongst themselves.

OBD2 vs. Proprietary CAN Bus: Standardized Diagnostics vs. OEM-Specific Communication

Bit-rate and ID Validation in OBD2

As mentioned, OBD2 over CAN can use two bit-rates (250 kbps, 500 kbps) and two CAN ID lengths (11-bit, 29-bit), resulting in four potential combinations. Modern cars most commonly use 500 kbps and 11-bit IDs. Diagnostic tools must systematically determine the correct combination for communication.

ISO 15765-4 provides a recommended initialization sequence to automatically identify the correct settings. This process leverages the fact that OBD2 compliant vehicles must respond to a specific mandatory OBD2 request. Incorrect bit-rate transmissions will result in CAN error frames, which can be detected.

Newer versions of ISO 15765-4 also account for vehicles supporting OBD communication via OBDonUDS (OBD on Unified Diagnostic Services) rather than the more traditional OBDonEDS (OBD on Emission Diagnostic Service). While this guide primarily focuses on OBD2/OBDonEDS (as per ISO 15031-5/SAE J1979), OBDonUDS (as per ISO 14229, ISO 27145-3/SAE J1979-2) is becoming more relevant, especially in newer vehicle models.

To test for OBDonEDS vs. OBDonUDS protocol support, advanced diagnostic tools may send additional UDS requests using 11-bit/29-bit functional address IDs for service 0x22 and data identifier (DID) 0xF810 (protocol identification). Vehicles supporting OBDonUDS should have ECUs that respond to this DID.

In practice, OBDonEDS (also termed OBD2, SAE OBD, EOBD, or ISO OBD) is prevalent in most non-EV cars today, while WWH-OBD is primarily found in EU trucks and buses.

OBD2 Bit-rate and CAN ID Validation Flowchart: ISO 15765-4 Initialization Process

Beyond CAN: Other Lower-Layer OBD2 Protocols

While CAN bus dominates modern OBD2 systems, particularly since 2008, older vehicles may utilize one of five lower-layer protocols. Understanding these and their corresponding OBD2 pinout configurations can be helpful when working with older cars.

ISO 15765 (CAN bus): Mandatory in US cars since 2008, now widely used. Pins 6 & 14 (CAN-H, CAN-L).
ISO 14230-4 (KWP2000): Keyword Protocol 2000, common in 2003+ Asian vehicles. Pin 7 (K-line), Pin 15 (L-line) (optional).
ISO 9141-2: Used in EU, Chrysler, and Asian cars (2000-2004). Pin 7 (K-line), Pin 15 (L-line) (optional).
SAE J1850 VPW (Variable Pulse Width Modulation): Primarily used in older GM vehicles. Pin 2 (Bus+), No dedicated ground in pinout (uses chassis ground).
SAE J1850 PWM (Pulse Width Modulation): Primarily used in older Ford vehicles. Pin 2 (Bus+), Pin 10 (Bus-).

Note the specific pin assignments for each protocol. For CAN bus, remember pins 6 and 14 as the key CAN bus OBD2 pinout.

OBD2 Protocol Landscape: Five Lower-Layer Protocols and their Evolution

ISO-TP: Transporting OBD2 Messages Over CAN

OBD2 data communication over CAN bus relies on the ISO-TP (ISO 15765-2) transport protocol. ISO-TP enables the transmission of data payloads exceeding the 8-byte limit of a standard CAN frame. This is essential for OBD2 functionalities like retrieving the Vehicle Identification Number (VIN) or Diagnostic Trouble Codes (DTCs), which often require larger data packets. ISO-TP handles segmentation, flow control, and reassembly of these larger messages.

For smaller OBD2 data exchanges that fit within a single CAN frame, ISO 15765-2 specifies the use of ‘Single Frame’ (SF) messages. In a Single Frame, the first data byte (PCI field) indicates the payload length (excluding padding), leaving 7 bytes for OBD2-specific data.

ISO-TP Frame Types: Single Frame, First Frame, Consecutive Frame, and Flow Control

Decoding the OBD2 Diagnostic Message

To understand OBD2 communication on CAN, let’s examine the structure of a ‘Single Frame’ OBD2 CAN message. An OBD2 message comprises a CAN identifier, a data length indicator (PCI field), and the data payload. The data payload is further structured into Mode, Parameter ID (PID), and data bytes.

OBD2 Message Structure: Mode, Parameter ID (PID), and Data Bytes Breakdown

OBD2 Request/Response Example: Vehicle Speed

Consider a practical example: requesting and receiving vehicle speed data.

A diagnostic tool sends a request message with CAN ID 0x7DF and a 2-byte payload: Mode 0x01 and PID 0x0D (for Vehicle Speed). The vehicle responds with a message on CAN ID 0x7E8 and a 3-byte payload. The vehicle speed value is encoded in the 4th byte of the CAN data frame (first byte after CAN ID and DLC), in this case 0x32 (decimal 50).

By consulting the OBD2 PID specifications for PID 0x0D, we can determine that the value 0x32 corresponds to a vehicle speed of 50 km/h. This illustrates the basic request-response mechanism and data encoding in OBD2.

OBD2 Request and Response Example: Retrieving Vehicle Speed Data

OBD2 PID 0x0D: Example of Vehicle Speed Parameter ID

OBD2 Services (Modes): Diagnostic Functions

OBD2 defines 10 diagnostic services, also referred to as modes. Mode 0x01 is used to access current, real-time data parameters, while other modes facilitate functionalities like retrieving and clearing diagnostic trouble codes (DTCs) or accessing freeze frame data.

Not all OBD2 modes are mandatory for all vehicles. Vehicles may also implement OEM-specific OBD2 modes beyond the 10 standardized modes.

In OBD2 messages, the service mode is indicated in the second byte of the data payload. In a request message, the mode is directly included (e.g., 0x01). In a response, 0x40 is added to the requested mode value (e.g., a response to mode 0x01 will start with mode 0x41).

OBD2 Services (Modes): 10 Standardized Diagnostic Functions

OBD2 Parameter IDs (PIDs): Accessing Specific Data

Within each OBD2 service mode, Parameter IDs (PIDs) are used to request specific data parameters. Mode 0x01, for example, includes approximately 200 standardized PIDs for accessing real-time data like speed, RPM, and fuel level. However, vehicles are not required to support all PIDs within a mode, and in practice, most vehicles support only a subset of the available PIDs.

One PID holds special significance: PID 0x00 in mode 0x01. If an emissions-related ECU supports any OBD2 services, it must support mode 0x01 PID 0x00. When queried with PID 0x00, the ECU responds with a bitmask indicating which PIDs in the range 0x01-0x20 it supports. This makes PID 0x00 a fundamental ‘OBD2 compatibility test’. Similarly, PIDs 0x20, 0x40, 0x60, 0x80, 0xA0, and 0xC0 can be used to determine support for subsequent PID ranges within mode 0x01.

OBD2 Request and Response Frames: Parameter IDs (PIDs) in Detail

OBD2 PID Overview Tool: Service 01 PID Lookup and Decoding

OBD2 PID Overview Tools and Resources

The specifications for standard OBD2 PIDs, including scaling and decoding information, are detailed in SAE J1979 and ISO 15031-5. These standards provide the necessary information to convert raw OBD2 data into meaningful physical values.

For quick PID lookups, online OBD2 PID overview tools are invaluable. These tools help you construct OBD2 request frames and dynamically decode OBD2 responses, simplifying the process of accessing and interpreting vehicle data.

OBD2 PID overview tool

Practical Guide: Logging and Decoding OBD2 Data

Let’s walk through a practical example of logging OBD2 data using a CAN bus data logger like the CANedge. The CANedge allows you to configure custom CAN frames for transmission, making it suitable for sending OBD2 requests and logging responses. Combined with an OBD2-DB9 adapter cable, connecting to your vehicle’s OBD2 port becomes straightforward.

OBD2 Data Logger Setup: Requesting PIDs using CAN IDs 7DF and 7E8

Reviewing Supported PIDs: Analyzing Responses in asammdf

Step #1: Bit-rate, ID, and Supported PID Validation

As per ISO 15765-4, the first step is to determine the correct bit-rate and CAN IDs for your vehicle. You can use the CANedge to perform these tests:

Bit-rate Test: Send a CAN frame at 500 kbps and check for successful transmission. If unsuccessful, try 250 kbps.
Bit-rate Configuration: Use the identified bit-rate for all subsequent communication.
Supported PID Request: Send ‘Supported PIDs’ requests (Mode 0x01, PID 0x00 and subsequent range PIDs).
Response Analysis: Analyze the response IDs to determine if the vehicle uses 11-bit or 29-bit CAN IDs.
Supported PID Identification: Examine the response data to identify the PIDs supported by the vehicle.

Pre-configured CANedge configurations are available to simplify these initial tests. Most post-2008 non-EV cars typically support 40-80 PIDs using a 500 kbps bit-rate, 11-bit CAN IDs, and the OBD2/OBDonEDS protocol.

When using functional addressing (request ID 0x7DF), you may observe multiple responses to a single request, as multiple ECUs might respond. For example, service 0x01 PID 0x00 elicits responses from all OBD2/OBDonEDS-compliant ECUs. Analyzing responses, you might find that the ECM (0x7E8) supports all PIDs supported by other ECUs. To reduce bus load, you can switch to ‘Physical Addressing’ (request ID 0x7E0) to target specific ECUs for subsequent requests.

Step #2: Configuring OBD2 PID Requests for Logging

Once you’ve identified the supported PIDs, bit-rate, and CAN IDs, configure your data logger to request the PIDs of interest. Consider these factors when setting up your logging configuration:

CAN ID Strategy: Use ‘Physical Addressing’ request IDs (e.g., 0x7E0) to minimize redundant responses.
Request Spacing: Introduce a delay of 300-500 ms between OBD2 requests to prevent ECU overload and ensure reliable responses.
Power Management: Implement triggers to stop data transmission when the vehicle is inactive to avoid battery drain.
Data Filtering: Apply filters to record only OBD2 responses if OEM-specific CAN data is also present on the bus.

With these configurations in place, your data logger is ready to record raw OBD2 data efficiently.

CANedge OBD2 Request List Example: Configured PID Requests

Visualizing Decoded OBD2 Data: Plotting DBC Decoded Data in asammdf

Step #3: DBC Decoding of Raw OBD2 Data

To analyze and visualize logged OBD2 data, you need to decode the raw data into physical values. This involves converting the raw hexadecimal data into human-readable units like km/h or °C.

Decoding information is found in ISO 15031-5/SAE J1979 and online resources like Wikipedia. A free OBD2 DBC file is available to simplify DBC decoding in CAN bus software tools.

OBD2 data decoding is more complex than standard CAN signal decoding. Because different OBD2 PIDs are transmitted using the same CAN ID (e.g., 0x7E8), the CAN ID alone is insufficient to identify the encoded signal.

To address this, you must consider the CAN ID, OBD2 mode, and OBD2 PID to uniquely identify each signal. This is a form of multiplexing known as ‘extended multiplexing‘, which can be implemented using DBC files.

CANedge: Your OBD2 Data Logging Solution

The CANedge is a powerful tool for recording OBD2 data directly to an SD card (8-32 GB). Simply connect it to your vehicle to begin logging and utilize free software/APIs and the OBD2 DBC file for data analysis.

OBD2 logger intro CANedge

OBD2 Multi-Frame Communication Examples (ISO-TP)

While many OBD2 interactions are single-frame, some operations, like retrieving VIN or DTCs, require multi-frame communication using ISO-TP. Multi-frame OBD2 communication involves flow control frames. For CANedge configurations, a static flow control frame can be transmitted approximately 50 ms after the initial request frame.

Analyzing multi-frame OBD2 responses requires CAN software and API tools with ISO-TP support, such as the CANedge MF4 decoders.

OBD2 Multi-Frame Request: Example for Vehicle Identification Number (VIN)

Example 1: Retrieving Vehicle Identification Number (VIN) via OBD2

Accessing the VIN is crucial for telematics, diagnostics, and more. To retrieve the VIN using OBD2, you use mode 0x09 and PID 0x02.

The diagnostic tool sends a Single Frame request with PCI field 0x02, service identifier 0x09, and PID 0x02. The vehicle responds with a First Frame indicating the total data length (e.g., 0x014 = 20 bytes), mode 0x49 (0x09 + 0x40), and PID 0x02. Following the PID is the Number Of Data Items (NODI), and then the 17-byte VIN, which can be converted from HEX to ASCII.

Example 2: Multi-PID Request (6x PIDs)

OBD2 allows requesting up to 6 mode 0x01 PIDs in a single request frame. The ECU responds with data for supported PIDs, potentially using multi-frame responses via ISO-TP. While efficient for data collection, this method complicates data decoding and is generally not recommended for generic OBD2 logging due to DBC incompatibility.

Decoding multi-PID responses is complex, as the payload structure depends on the specific request and supported PIDs. Generic OBD2 DBC files are often insufficient for decoding such responses. While custom scripts and tools can be developed, this approach is less scalable and practical for general OBD2 data logging.

Example 3: Diagnostic Trouble Codes (DTCs) Retrieval

OBD2 mode 0x03 (‘Show stored Diagnostic Trouble Codes’) is used to request emissions-related DTCs. The request frame does not include a PID. The ECU responds with the number of stored DTCs (including zero if none are present), with each DTC encoded in 2 bytes. Multi-frame responses are used when more than two DTCs are stored.

The 2-byte DTC value is structured according to ISO 15031-5/ISO 15031-6. The first two bits indicate the DTC category, and the remaining 14 bits form a 4-digit hexadecimal code. Decoded DTC values can be looked up using OBD2 DTC lookup tools.

OBD2 DTC Decoding: Structure and Interpretation of Diagnostic Trouble Codes

OBD2 Data Logging: Practical Use Cases

OBD2 data logging from cars and light trucks has diverse applications:

Car Data Logging

OBD2 data can be used for fuel efficiency analysis, driving behavior improvement, prototype testing, and insurance telematics.

obd2 logger

Real-time Vehicle Diagnostics

OBD2 interfaces enable real-time streaming of vehicle data for live diagnostics and troubleshooting.

obd2 streaming

Predictive Maintenance

IoT-connected OBD2 loggers can monitor vehicle health in the cloud, enabling predictive maintenance and breakdown prevention.

predictive maintenance

Vehicle Black Box

OBD2 loggers can serve as ‘black boxes’ for vehicles, providing data for accident analysis, dispute resolution, and warranty validation.

can bus blackbox

Do you have an OBD2 data logging application? Contact us for expert consultation and support!

Explore our guides section for more introductory articles or download our comprehensive ‘Ultimate Guide’ PDF.

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