Confused about the OBD2 DLC connector in your car? You’re not alone. This seemingly simple port is your gateway to understanding your vehicle’s health and performance. In this comprehensive guide, we’ll demystify the On-Board Diagnostics II (OBD2) system, with a special focus on the OBD2 DLC connector – its purpose, pinout, and how it’s used for automotive diagnostics.
Whether you’re a seasoned mechanic or a curious car owner, this article will provide a practical and SEO-optimized introduction to the OBD2 protocol and, most importantly, the OBD2 DLC connector, ensuring you’re equipped with the knowledge to tap into your car’s hidden data.
You can also watch our OBD2 intro video above – or get the PDF
Understanding OBD2 and its Diagnostic Link Connector (DLC)
OBD2 is essentially your car’s internal health monitoring system. It’s a standardized protocol mandated in most modern vehicles, designed to monitor emissions and provide access to vehicle diagnostics. At the heart of this system is the OBD2 connector, also known as the Diagnostic Link Connector (DLC). This 16-pin interface is the physical port through which diagnostic tools communicate with your car’s computer.
Have you ever seen the check engine light illuminate on your dashboard?
This light is a signal from your car’s OBD2 system, indicating a potential issue. When you take your vehicle to a mechanic, they use an OBD2 scanner which plugs into the OBD2 DLC connector – typically located under the dashboard near the steering wheel. This connection allows the scanner to send requests and receive responses containing valuable data like speed, engine temperature, and Diagnostic Trouble Codes (DTCs). This data helps mechanics quickly and accurately diagnose problems.
Understanding OBD2: The malfunction indicator light (MIL) or check engine light signals issues detectable via the OBD2 diagnostic system and accessible through the OBD2 DLC connector.
Does Your Car Have an OBD2 DLC Connector?
The good news is: Almost certainly, yes!
Nearly all non-electric vehicles manufactured in recent decades are equipped with OBD2 and utilize the CAN bus communication protocol. While older cars might have a 16-pin connector resembling an OBD2 DLC connector, it’s crucial to verify OBD2 compliance. A key indicator is the vehicle’s manufacturing origin and year:
OBD2 Compliance Guide: This chart visually represents the typical OBD2 adoption timelines based on vehicle origin and manufacturing year, helping determine if your car features an OBD2 DLC connector.
A Brief History of OBD2 and the Standardization of the DLC Connector
The OBD2 story began in California, driven by the California Air Resources Board (CARB)’s mandate for on-board diagnostics in new cars from 1991 onwards for emission control.
The Society of Automotive Engineers (SAE) played a vital role in standardizing OBD2, including the OBD2 connector. SAE standard J1962 defined the now-ubiquitous 16-pin OBD2 DLC connector and standardized DTCs across different vehicle manufacturers.
The OBD2 standard, and consequently the OBD2 DLC connector, rolled out globally in phases:
- 1996: OBD2 became mandatory in the USA for cars and light trucks.
- 2001: The European Union required OBD2 for gasoline cars.
- 2003: OBD2 (EOBD) was mandated in the EU for diesel cars as well.
- 2005: OBD2 was required in the US for medium-duty vehicles.
- 2008: US vehicles were mandated to use ISO 15765-4 (CAN) as the OBD2 communication basis.
- 2010: OBD2 became mandatory for heavy-duty vehicles in the US.
OBD2 History and Emission Control: A visual timeline illustrating the evolution of OBD2 standards driven by emission control regulations, leading to the standardization of the OBD2 DLC connector.
OBD2 Timeline: This timeline provides a visual overview of key milestones in OBD2 history, highlighting the increasing standardization and global adoption of the diagnostic system and its connector.
The Future of OBD: An illustration of the potential future of OBD systems, including remote diagnostics, emissions testing, and cloud integration, while still relying on the fundamental OBD2 DLC connector for initial data access.
The Future of OBD2 and the Role of the DLC Connector
While OBD2 is firmly established, its future evolution is being shaped by new vehicle technologies and data demands.
Initially designed for emissions control, legislative OBD2 requirements don’t inherently apply to electric vehicles. Consequently, many modern EVs don’t fully support standard OBD2 requests through the traditional OBD2 DLC connector. Instead, they often use OEM-specific UDS communication protocols, making data access challenging without specialized knowledge or reverse engineering efforts. However, the physical OBD2 DLC connector might still be present in some EVs, though its functionality might be limited or different.
Modern alternatives to traditional OBD2 are emerging, such as WWH-OBD (World Wide Harmonized OBD) and OBDonUDS (OBD on UDS). These aim to modernize OBD communication by utilizing the UDS protocol. These advancements may influence how data is accessed through the OBD2 DLC connector in the future.
The rise of connected cars is also pushing OBD2 towards telematics. OBD3 concepts envision adding telematics capabilities to all vehicles. While still conceptual, OBD3 could involve using a radio transponder for wireless communication of VIN and DTCs, potentially reducing reliance on physical OBD2 DLC connector access for certain functions in the long term.
However, in the present day, the OBD2 DLC connector remains crucial for third-party access to real-time vehicle data. Despite discussions within the automotive industry about restricting third-party data access via the OBD2 connector for commercial reasons and security concerns, the OBD2 DLC connector and the data it provides are currently widely used for various aftermarket applications.
OBD2 in Electric Vehicles: This image symbolizes the changing landscape of OBD2 in electric vehicles, where direct access via the standard OBD2 DLC connector might be restricted or repurposed, contrasting with its traditional role in combustion engine vehicles.
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OBD2 Standards and the OBD2 DLC Connector [SAE J1962]
OBD2 is a high-level communication protocol built upon lower-layer protocols like CAN bus. It’s comparable to other CAN-based protocols like J1939, CANopen, and NMEA 2000. The OBD2 standards comprehensively define various aspects, including the OBD2 connector, lower-layer protocols, and OBD2 Parameter IDs (PIDs).
These standards can be categorized within the 7-layer OSI model. Notably, both SAE (US standards) and ISO (international standards) contribute to defining OBD2, with some overlap and technical equivalence, particularly for the OBD2 DLC connector specification (SAE J1962 vs. ISO 15031-3) and diagnostic services.
OBD2 and CAN Bus in the OSI Model: A diagram illustrating how OBD2 and CAN bus protocols fit within the 7-layer OSI model, emphasizing the standardized layers that define the OBD2 DLC connector and communication.
OBD2 Connector Pinout: A detailed pinout diagram of a Type A OBD2 DLC connector, highlighting the function of each pin and its role in vehicle diagnostics and communication.
SAE J1962: Defining the OBD2 DLC Connector
The 16-pin OBD2 connector is the standardized physical interface for accessing vehicle data. Specified in SAE J1962 and ISO 15031-3, it ensures interoperability between diagnostic tools and vehicles. SAE J1962 specifically defines the physical characteristics, pin assignments, and electrical specifications of the OBD2 DLC connector.
Key features of the OBD2 DLC connector include:
- Location: Typically found near the steering wheel, though sometimes hidden behind a panel.
- Pin 16: Provides battery power, even when the ignition is off, to power diagnostic tools.
- Pinout Variability: The specific pinout assignments depend on the communication protocol used by the vehicle.
- CAN Bus Connection: In CAN bus-based OBD2 systems, pins 6 (CAN-H) and 14 (CAN-L) are used for communication.
OBD2 DLC Connector Types: A vs. B
You might encounter Type A and Type B OBD2 connectors. Type A is standard in cars and light-duty vehicles, while Type B is more common in medium and heavy-duty vehicles. The SAE J1962 standard outlines both connector types.
While both types share a similar pinout structure, the main differences are:
- Power Supply: Type A provides 12V power, while Type B provides 24V.
- Baud Rate: Cars (Type A) often use 500K baud rate, while heavy-duty vehicles (Type B) typically use 250K (with increasing support for 500K).
Physically, Type B OBD2 connectors have a distinguishing interrupted groove in the middle, preventing Type A adapters from being fully inserted. However, Type B OBD2 adapter cables are generally compatible with both Type A and Type B sockets.
OBD2 Connector Types A and B: An illustration comparing Type A and Type B OBD2 DLC connectors as defined by SAE J1962, highlighting differences in power supply, typical vehicle applications, and physical characteristics.
OBD2 and CAN Bus Relationship: A diagram visually representing the relationship between OBD2 as a diagnostic protocol and CAN bus as the underlying communication network, both essential for data exchange through the OBD2 DLC connector.
OBD2 and CAN Bus Communication via the DLC Connector [ISO 15765-4]
Since 2008, CAN bus (ISO 15765-4) has been the mandatory lower-layer protocol for OBD2 in US vehicles. ISO 15765-4, also known as Diagnostics over CAN (DoCAN), specifies how OBD2 communication is implemented over CAN bus through the OBD2 DLC connector.
ISO 15765-4 standardizes the CAN interface for diagnostic equipment, focusing on the physical, data link, and network layers:
- CAN Bit-rate: Must be 250K or 500K.
- CAN IDs: Can be 11-bit or 29-bit.
- CAN IDs for OBD2: Specific CAN IDs are designated for OBD requests and responses via the OBD2 DLC connector.
- Data Length: Diagnostic CAN frames are limited to 8 bytes.
- Adapter Cable Length: The OBD2 adapter cable connected to the OBD2 DLC connector should be max 5 meters.
CAN Identifiers for OBD2 Communication through the DLC Connector (11-bit, 29-bit)
OBD2 communication over CAN bus, accessed through the OBD2 DLC connector, relies on request/response message pairs.
In most cars, 11-bit CAN IDs are used. Functional addressing uses CAN ID 0x7DF to query all OBD2-compatible ECUs. Physical addressing, less common, uses CAN IDs 0x7E0-0x7E7 for specific ECU requests via the OBD2 DLC connector.
ECU responses typically use 11-bit IDs 0x7E8-0x7EF, with 0x7E8 (Engine Control Module – ECM) and 0x7E9 (Transmission Control Module – TCM) being common response IDs received through the OBD2 DLC connector.
Some vehicles, especially vans and heavy-duty vehicles, may use 29-bit CAN identifiers for OBD2 communication via the OBD2 DLC connector. The functional addressing CAN ID in this case is 0x18DB33F1. Responses utilize CAN IDs ranging from 0x18DAF100 to 0x18DAF1FF, often seen as J1939 PGN 0xDA00 (55808).
OBD2 Request and Response Frames: An illustration depicting the structure of OBD2 request and response frames, transmitted via the OBD2 DLC connector and CAN bus, including the roles of PID and data parameters.
OBD2 vs. Proprietary CAN: A visual comparison highlighting the distinction between standardized OBD2 communication and OEM-specific proprietary CAN protocols within a vehicle, both potentially accessible through the OBD2 DLC connector but with different data formats and accessibility levels.
OBD2 vs. OEM-Specific CAN Protocols and the DLC Connector
It’s important to understand that vehicle ECUs primarily operate using OEM-specific CAN protocols, independent of OBD2. These proprietary protocols, often unique to vehicle brands and models, handle core vehicle functions. While the OBD2 DLC connector provides access to OBD2 data, it might also expose some of this OEM-specific CAN data.
Connecting a CAN bus data logger to the OBD2 DLC connector might reveal OEM-specific CAN data alongside OBD2 data. However, newer vehicles often have gateways that restrict access to OEM-specific CAN data through the OBD2 DLC connector, allowing only OBD2 communication.
Think of OBD2 as an additional, standardized protocol operating in parallel with the OEM-specific protocol. Both may be accessible through the OBD2 DLC connector, but they serve different purposes and contain different types of data.
Bit-rate and ID Validation for OBD2 Communication via the DLC Connector
OBD2 over CAN can use two bit-rates (250K, 500K) and two CAN ID lengths (11-bit, 29-bit), resulting in four possible combinations. Modern cars commonly use 500K and 11-bit IDs for OBD2 communication through the OBD2 DLC connector. Diagnostic tools should systematically validate these parameters.
ISO 15765-4 provides a procedure to determine the correct combination by leveraging the mandatory support for OBD2 mode 0x01 PID 0x00 and detecting CAN error frames caused by incorrect bit-rate settings. This validation process is crucial for establishing reliable communication through the OBD2 DLC connector.
OBD2 Bit-rate and CAN ID Validation Flowchart: A flowchart outlining the systematic process recommended by ISO 15765-4 for validating the correct bit-rate and CAN ID configuration for OBD2 communication via the DLC connector.
Five Lower-Layer OBD2 Protocols: An overview of the five lower-layer protocols historically used for OBD2, including CAN (ISO 15765) which is now dominant and accessed through the OBD2 DLC connector.
Five Lower-Layer OBD2 Protocols Beyond CAN Bus (Historical Context)
While CAN (ISO 15765) is now dominant, older vehicles (pre-2008) might use other lower-layer protocols for OBD2, accessed through the same OBD2 DLC connector but with different pin assignments for communication:
- ISO 15765 (CAN bus): Mandatory in US cars since 2008, now widely used.
- ISO14230-4 (KWP2000): Common in 2003+ Asian cars.
- ISO 9141-2: Used in EU, Chrysler & Asian cars (2000-2004).
- SAE J1850 (VPW): Primarily in older GM vehicles.
- SAE J1850 (PWM): Primarily in older Ford vehicles.
ISO-TP for OBD2 Message Transport via the DLC Connector [ISO 15765-2]
OBD2 messages, transmitted via the OBD2 DLC connector over CAN bus, use ISO-TP (ISO 15765-2) as the transport protocol. ISO-TP allows for messages longer than 8 bytes, necessary for transmitting data like VIN or DTCs. It handles segmentation, flow control, and reassembly of larger OBD2 messages exchanged through the OBD2 DLC connector.
For smaller OBD2 data packets that fit within a single CAN frame, ISO-TP uses a ‘Single Frame’ (SF) format. The first byte indicates payload length, leaving 7 bytes for OBD2 data within the CAN frame transmitted via the OBD2 DLC connector.
ISO-TP Frame Types for OBD2: A visual guide to ISO-TP frame types used in OBD2 communication via the DLC connector, including Single Frame, First Frame, Consecutive Frame, and Flow Control Frame, facilitating transmission of both short and long diagnostic messages.
The Structure of an OBD2 Diagnostic Message via the DLC Connector [SAE J1979, ISO 15031-5]
Let’s examine a raw ‘Single Frame’ OBD2 CAN message exchanged through the OBD2 DLC connector. An OBD2 message consists of a CAN identifier, data length (PCI field), and data payload. The payload itself is structured into Mode, Parameter ID (PID), and data bytes.
OBD2 Message Structure: A breakdown of the structure of an OBD2 message transmitted through the DLC connector, detailing the components like CAN ID, PCI field, Mode, PID, and data bytes, essential for understanding OBD2 communication.
Example: OBD2 Request/Response Sequence via the DLC Connector
Consider a request for ‘Vehicle Speed’ transmitted and received via the OBD2 DLC connector.
A diagnostic tool sends a request message with CAN ID 0x7DF and a 2-byte payload: Mode 0x01 and PID 0x0D. The vehicle responds with CAN ID 0x7E8 and a 3-byte payload, including the speed value in the 4th byte, 0x32 (decimal 50). By consulting OBD2 PID documentation, 0x32 corresponds to 50 km/h.
OBD2 Request and Response Example: A specific example of an OBD2 request for Vehicle Speed (PID 0x0D) sent via CAN ID 0x7DF through the DLC connector, and the corresponding response with CAN ID 0x7E8 containing the speed data.
OBD2 PID 0D – Vehicle Speed: A detailed view of OBD2 PID 0x0D (Vehicle Speed), showing the data bytes in the response and how they are interpreted to get the physical speed value in km/h, illustrating data accessed through the OBD2 DLC connector.
OBD2 Services/Modes: An overview of the 10 standardized OBD2 service modes, each designed for specific diagnostic functions such as retrieving current data, freeze frame information, or clearing DTCs, all accessible through the OBD2 DLC connector.
The 10 OBD2 Services (Modes) Accessed via the DLC Connector
OBD2 defines 10 diagnostic services or modes, accessible through the OBD2 DLC connector. Mode 0x01 retrieves real-time data, while others handle DTCs or freeze frame data. Vehicles aren’t required to support all 10 modes and may implement OEM-specific modes beyond these standards.
In OBD2 messages, the mode is in the 2nd byte. In requests, the mode is directly included (e.g., 0x01). In responses, 0x40 is added to the mode value (e.g., 0x41).
OBD2 Parameter IDs (PIDs) and the DLC Connector
Each OBD2 mode contains Parameter IDs (PIDs). Mode 0x01, for example, includes ~200 standardized PIDs for real-time data like speed, RPM, and fuel level, accessible via the OBD2 DLC connector. However, vehicles typically support only a subset of these PIDs.
PID 0x00 in mode 0x01 is special. If an emissions-related ECU supports any OBD2 services, it must support mode 0x01 PID 0x00. Responding to this PID, the ECU indicates support for PIDs 0x01-0x20. PID 0x00 thus serves as a fundamental OBD2 compatibility test when connecting through the OBD2 DLC connector. Similarly, PIDs 0x20, 0x40, and so on, reveal support for subsequent PID ranges in mode 0x01.
OBD2 PID Request and Response: Illustration showing how PIDs are used within OBD2 request and response frames exchanged via the DLC connector, allowing diagnostic tools to request specific parameters and receive corresponding data.
OBD2 PID Overview Tool: Screenshot of an OBD2 PID overview tool, showcasing how it helps users explore and understand available PIDs within service 0x01, aiding in diagnostic data retrieval via the OBD2 DLC connector.
OBD2 PID Overview Tools for DLC Connector Diagnostics
SAE J1979 and ISO 15031-5 appendices detail scaling information for standard OBD2 PIDs, enabling conversion of raw data into physical values. Our OBD2 PID overview tool simplifies this process, assisting in constructing OBD2 requests and dynamically decoding responses received through the OBD2 DLC connector.
OBD2 PID overview tool
Logging and Decoding OBD2 Data from the DLC Connector
Let’s explore a practical example of logging OBD2 data using a CANedge CAN bus data logger connected to the OBD2 DLC connector. The CANedge can be configured to transmit custom CAN frames for OBD2 requests.
Connecting the CANedge to your vehicle’s OBD2 DLC connector using an OBD2-DB9 adapter cable enables data logging.
OBD2 Data Logger Setup: Diagram showing an OBD2 data logger connected to a vehicle’s OBD2 DLC connector, sending PID requests (e.g., 7DF) and receiving responses (e.g., 7E8) for data logging purposes.
OBD2 Bit-rate Validation: Screenshot illustrating a bit-rate validation test for OBD2 communication, ensuring proper communication settings before logging data via the DLC connector.
OBD2 Supported PIDs Test Results: Screenshot from asammdf software showing responses to ‘Supported PIDs’ requests, helping identify which PIDs are available for data logging through the OBD2 DLC connector.
Step #1: Bit-rate, ID & Supported PID Validation via the DLC Connector
ISO 15765-4 outlines how to determine the correct bit-rate and IDs for a vehicle’s OBD2 communication, crucial for successful data logging via the OBD2 DLC connector. Use the CANedge as follows:
- Test at 500K bit-rate; if unsuccessful, try 250K.
- Use the validated bit-rate for subsequent communication through the OBD2 DLC connector.
- Send ‘Supported PIDs’ requests and analyze responses.
- Response IDs indicate 11-bit or 29-bit CAN IDs.
- Response data reveals supported PIDs accessible via the OBD2 DLC connector.
Plug-and-play configurations are available to simplify these tests. Most post-2008 non-EV cars support 40-80 PIDs using 500K bit-rate, 11-bit CAN IDs, and OBD2/OBDonEDS protocol accessed through the OBD2 DLC connector. Multiple responses to a single 0x7DF request are common due to polling all ECUs.
Step #2: Configuring OBD2 PID Requests for Data Logging via the DLC Connector
Once validated, configure your transmit list with desired PIDs for logging data through the OBD2 DLC connector. Consider these points:
- CAN IDs: Use ‘Physical Addressing’ request IDs (e.g., 0x7E0) to target specific ECUs and reduce response redundancy via the OBD2 DLC connector.
- Spacing: Add 300-500 ms intervals between OBD2 requests to prevent ECU overload.
- Battery Drain: Implement triggers to halt transmissions when the vehicle is inactive to conserve battery.
- Filters: Filter to record only OBD2 responses if OEM-specific CAN data is also present on the OBD2 DLC connector.
Decoded OBD2 Data Visualization: A screenshot from asammdf software showing decoded and visualized OBD2 data, demonstrating how logged raw data from the OBD2 DLC connector can be converted into meaningful physical values and plotted for analysis.
Step #3: DBC Decoding of Raw OBD2 Data from the DLC Connector
To analyze logged data from the OBD2 DLC connector, decode the raw OBD2 data into physical values. Decoding information is in ISO 15031-5/SAE J1979 and online resources. Our free OBD2 DBC file simplifies DBC decoding in CAN bus software tools.
Decoding OBD2 data is more complex than standard CAN signals because different OBD2 PIDs use the same CAN ID (e.g., 0x7E8). Signal identification requires both CAN ID, OBD2 mode, and PID. This ‘extended multiplexing’ is handled by DBC files.
CANedge: Your OBD2 DLC Connector Data Logger
The CANedge facilitates easy OBD2 data recording to an 8-32 GB SD card when connected to the OBD2 DLC connector. Free software/APIs and our OBD2 DBC file enable data decoding.
OBD2 logger intro CANedge
OBD2 Multi-Frame Communication Examples via the DLC Connector [ISO-TP]
OBD2 communication via the OBD2 DLC connector uses ISO-TP. While single-frame examples are common, multi-frame communication is necessary for larger data transfers. Multi-frame OBD2 requires flow control frames.
CAN software/API tools supporting ISO-TP, like CANedge MF4 decoders, are needed for multi-frame OBD2 response handling from the OBD2 DLC connector.
OBD2 Multi-frame Request Example: An example of an OBD2 multi-frame request message, likely for retrieving the Vehicle Identification Number (VIN) via the DLC connector, illustrating the need for ISO-TP for larger data requests.
Example 1: OBD2 Vehicle Identification Number (VIN) Retrieval via the DLC Connector
Retrieving the VIN via OBD2 (mode 0x09, PID 0x02) through the OBD2 DLC connector involves multi-frame communication.
The diagnostic tool sends a Single Frame request. The vehicle responds with a First Frame indicating a 20-byte VIN. Subsequent frames contain the VIN data, translated from HEX to ASCII.
Example 2: OBD2 Multi-PID Request (6x) – Advanced Technique (Not Recommended)
OBD2 allows requesting up to 6 mode 0x01 PIDs in a single request frame via the OBD2 DLC connector. The ECU responds with data for supported PIDs, potentially across multiple frames. This advanced technique, while efficient, complicates data decoding and DBC file usage and is generally not recommended for typical use cases.
Example 3: OBD2 Diagnostic Trouble Code (DTC) Retrieval via the DLC Connector
OBD2 mode 0x03 (‘Show stored Diagnostic Trouble Codes’), accessed through the OBD2 DLC connector, retrieves emissions-related DTCs. No PID is needed in the request. The ECU responds with the number of DTCs and their 2-byte codes. Multi-frame responses are necessary for more than 2 DTCs.
OBD2 DTC Decoding Example: An explanation of how OBD2 DTCs are encoded in 2-byte values, including category and code interpretation, crucial for understanding diagnostic information retrieved via the DLC connector.
DTC codes are 2-byte values, categorized and containing a 4-digit hexadecimal code. Decoded DTC values can be looked up using OBD2 DTC lookup tools.
OBD2 Data Logging Use Cases via the DLC Connector
OBD2 data logged through the OBD2 DLC connector from cars and light trucks has diverse applications:
OBD2 Data Logging Applications: Visual representation of a car with an OBD2 data logger connected, symbolizing the broad range of applications for OBD2 data logging, all starting with access through the OBD2 DLC connector.
Car Data Logging via the OBD2 DLC Connector
OBD2 data can be used for fuel efficiency improvement, driving behavior analysis, prototype testing, and insurance telematics, all leveraging data access from the OBD2 DLC connector.
obd2 logger
Real-time OBD2 Diagnostics: Illustration of real-time OBD2 data streaming, enabled by interfaces connected to the OBD2 DLC connector, used for immediate vehicle diagnostics and monitoring.
Real-time Car Diagnostics using the OBD2 DLC Connector
OBD2 interfaces enable real-time streaming of human-readable OBD2 data for diagnosing vehicle issues directly from the OBD2 DLC connector.
obd2 streaming
Predictive Maintenance with OBD2 Data: Visual depicting predictive maintenance applications using OBD2 data, where IoT-connected OBD2 loggers, plugged into the DLC connector, enable cloud-based vehicle health monitoring and breakdown prediction.
Predictive Maintenance via OBD2 DLC Connector Data
IoT OBD2 loggers monitor vehicles in the cloud to predict and prevent breakdowns, utilizing data obtained through the OBD2 DLC connector.
predictive maintenance
Vehicle Black Box Logging via OBD2 DLC Connector: Representation of an OBD2 logger functioning as a vehicle ‘black box’, recording data via the DLC connector for applications like insurance claims and accident analysis.
Vehicle Black Box Logging using the OBD2 DLC Connector
OBD2 loggers act as ‘black boxes’ for vehicles, providing data for disputes or diagnostics, sourced directly from the OBD2 DLC connector.
can bus blackbox
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