Decoding OBD2 Parameters: A Comprehensive Guide to On-Board Diagnostics

Looking for a straightforward and practical guide to Obd2 Parameters?

This article provides an in-depth introduction to the On-Board Diagnostics (OBD2) protocol, focusing specifically on OBD2 parameters. We will explore the OBD2 connector, delve into OBD2 Parameter IDs (PIDs), and explain their connection to the CAN bus.

This is a hands-on guide, designed to teach you how to request and interpret OBD2 data, understand key use cases for logging, and offer practical tips for working with OBD2 parameters.

Discover why this has become a leading resource for understanding OBD2 and its parameters.

You can also watch our introductory OBD2 video above – or download this guide as a PDF

Understanding OBD2 and its Parameters

OBD2 is essentially your car’s internal health monitoring system. It’s a standardized protocol enabling the extraction of Diagnostic Trouble Codes (DTCs) and, crucially, real-time data through OBD2 parameters, all accessed via the OBD2 connector.

You’re likely already familiar with OBD2 in some form:

Have you ever seen the check engine light illuminate on your dashboard?

That’s your vehicle signaling a problem. When you take your car to a mechanic, they use an OBD2 scanner to pinpoint the issue. This involves connecting the OBD2 reader to the OBD2 16-pin connector, typically located near the steering wheel. The scanner sends ‘OBD2 requests’ to the car, and the car responds with ‘OBD2 responses’. These responses contain valuable information, including OBD2 parameters like speed, fuel level, and Diagnostic Trouble Codes (DTCs), allowing for quicker and more efficient troubleshooting.

Understanding OBD2: On-Board Diagnostics and the Malfunction Indicator Light (MIL), often accessed with a scan tool.

OBD2 Compatibility: Does Your Car Have It?

In most cases: Yes, probably!

The vast majority of modern gasoline and diesel cars support OBD2, and many operate on the CAN bus network. However, for older vehicles, even with a 16-pin OBD2 connector, OBD2 support isn’t guaranteed. A reliable way to check compatibility is based on where and when your car was initially purchased:

OBD2 Compliance Guide: Check if your car is OBD2 compliant based on region and year of purchase (EU, US, CAN).

A Brief History of OBD2

OBD2’s origins can be traced back to California. The California Air Resources Board (CARB) mandated OBD in all new cars from 1991 onwards to monitor and control emissions.

The Society of Automotive Engineers (SAE) further developed the standard, leading to standardized DTCs and the OBD connector across different manufacturers (SAE J1962).

The OBD2 standard was progressively implemented:

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

OBD2 History: Evolution from emission control to exhaust monitoring, EOBD2 and EOBDII standards, and integration with CAN bus for data access.

OBD2 History Timeline: A visual overview of the development of On-Board Diagnostics.

OBD2 Future: The trend towards OBD3, remote diagnostics, emissions testing, cloud connectivity, and IoT integration.

The Future of OBD2 and OBD2 Parameters

OBD2 is set to remain relevant, but its form is evolving. Here are key trends shaping its future:

Originally designed for emissions monitoring, legislated OBD2 has an interesting implication: electric vehicles aren’t obligated to support OBD2 in any form. In fact, most modern EVs largely bypass standard OBD2 requests, opting instead for OEM-specific UDS communication. This shift often complicates data retrieval from EVs, except in cases where decoding methods have been reverse-engineered. Examples include our case studies for electric cars covering Tesla, Hyundai/Kia, Nissan, and VW/Skoda EVs.

Today’s OBD2 implementations vary in data richness and lower-layer protocols, prompting the development of modern alternatives like WWH-OBD (World Wide Harmonized OBD) and OBDonUDS (OBD on UDS). These aim to enhance OBD communication by using the UDS protocol as a base. For a deeper dive into these protocols, see our introduction to UDS.

In our connected world, traditional OBD2 testing methods can seem inefficient. Manual emission checks are time-consuming and costly. The solution? OBD3 – integrating telematics into all vehicles. OBD3 proposes adding a small radio transponder to cars, similar to those used for bridge tolls. This would allow for the car’s vehicle identification number (VIN) and DTCs to be wirelessly transmitted to a central server for automated checks. Many current devices already facilitate CAN or OBD2 data transfer via WiFi/cellular networks, such as the CANedge2 WiFi CAN logger and the CANedge3 3G/4G CAN logger. While convenient and cost-saving, OBD3 raises political and privacy concerns due to potential surveillance implications.

Originally intended for stationary emission controls, OBD2 is now widely used by third parties to generate real-time data via OBD2 dongles, CAN loggers, etc. However, the German car industry seeks to change this:

OBD was designed for car servicing in repair shops, not for third parties to build a data-driven economy on its interface.”
– Christoph Grote, SVP Electronics, BMW (2017)

The proposal is to disable OBD2 functionality during driving and instead centralize data collection within manufacturer servers. This would give manufacturers control over ‘automotive big data’. Security concerns, such as reducing the risk of car hacking), are cited as reasons, though many view it as a commercial strategy [https://www.navixy.com/blog/obd-trackers-what-future-awaits/]. The future impact of this shift on the OBD2 third-party service market remains to be seen.

OBD2 Future: Electric Vehicles are trending towards blocking access to data via the OBD2 connector.

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OBD2 Standards and Parameter Specifications

On-board diagnostics, or OBD2, is a higher-layer protocol – essentially a language. CAN, in contrast, is the communication method, similar to a phone line. This places OBD2 alongside other CAN-based higher-layer protocols like J1939, CANopen, and NMEA 2000.

OBD2 standards particularly define the OBD2 connector, the underlying communication protocols, and most importantly, OBD2 Parameter IDs (PIDs), among other specifications.

These standards can be categorized within a 7-layer OSI model. We will focus on the most critical aspects in the following sections. Note that both SAE and ISO standards cover multiple layers, reflecting the standards for OBD defined in the USA (SAE) and EU (ISO). Many standards are technically very similar, for example, SAE J1979 and ISO 15031-5, or SAE J1962 and ISO 15031-3.

OBD2 vs CAN Bus: Illustrating the OSI 7-Layer Model with ISO 15765 and ISO 11898 standards.

The OBD2 Connector [SAE J1962]

The 16-pin OBD2 connector, detailed in SAE J1962 / ISO 15031-3, provides easy access to your vehicle’s data. It is also known as the Data Link Connector (DLC).

The illustration shows a typical Type A OBD2 pin connector. Key points to remember:

The connector is usually near the steering wheel, although it may be hidden.
Pin 16 provides battery power, often even when the ignition is off.
The OBD2 pinout configuration is protocol-dependent.
CAN bus is the most prevalent lower-layer protocol, meaning pins 6 (CAN-H) and 14 (CAN-L) are commonly connected.

OBD2 Connector Types: A vs. B

You may encounter both Type A and Type B OBD2 connectors. Type A is standard in cars, while Type B is more common in medium and heavy-duty vehicles.

Both types have similar OBD2 pinouts, but they differ in power supply outputs: 12V for Type A and 24V for Type B. Baud rates can also vary, with cars typically using 500K and heavy-duty vehicles often using 250K (though 500K support is increasing).

Visually, a Type B OBD2 connector has a distinguishing interrupted groove in the middle. Consequently, a Type B OBD2 adapter cable is compatible with both Type A and B sockets, while a Type A adapter will not fit into a Type B socket.

OBD2 Connector Type A vs. B: SAE J1962 standard for cars, vans, and trucks, highlighting 12V and 24V differences.

OBD2 vs CAN bus: ISO15765 standard outlining the relationship and protocols.

OBD2 and CAN Bus Integration [ISO 15765-4]

Since 2008, CAN bus has been the mandatory lower-layer protocol for OBD2 in US vehicles, as defined by ISO 15765.

ISO 15765-4, also known as Diagnostics over CAN or DoCAN, specifies restrictions on the CAN standard (ISO 11898). It standardizes the CAN interface for diagnostic equipment, focusing on the physical, data link, and network layers:

CAN bus bit-rate must be either 250K or 500K.
CAN IDs can be 11-bit or 29-bit.
Specific CAN IDs are designated for OBD requests and responses.
Diagnostic CAN frame data length is fixed at 8 bytes.
The OBD2 adapter cable must not exceed 5 meters.

OBD2 CAN Identifiers (11-bit, 29-bit)

OBD2 communication is based on request/response message exchanges.

In most cars, 11-bit CAN IDs are used for OBD2 communication. The ‘Functional Addressing’ ID is 0x7DF, used to query all OBD2-compatible ECUs for data on a requested parameter (ISO 15765-4). CAN IDs 0x7E0-0x7E7 are for ‘Physical Addressing’ requests to specific ECUs, which is less common.

ECUs respond using 11-bit IDs ranging from 0x7E8 to 0x7EF. The most common response ID is 0x7E8 (from the ECM, Engine Control Module), followed by 0x7E9 (from the TCM, Transmission Control Module).

Some vehicles, particularly vans and medium to heavy-duty vehicles, may use extended 29-bit CAN identifiers for OBD2 communication instead of 11-bit IDs. Here, the ‘Functional Addressing’ CAN ID is 0x18DB33F1. Responses use CAN IDs from 0x18DAF100 to 0x18DAF1FF (typically 18DAF110 and 18DAF11E). The response ID is also sometimes represented in ‘J1939 PGN’ format, specifically PGN 0xDA00 (55808), which is reserved for ISO 15765-2 in the J1939-71 standard.

OBD2 Protocol Request and Response Frames: Illustrating the flow of PID data and parameters in OBD2 communication.

OBD2 OBD CAN bus Identifiers: Table overview of 7DF, 7E8, and 7E0 identifiers used in CAN bus communication.

OBD2 vs Proprietary CAN bus: Comparing standard OBD2 parameters with OEM-specific CAN bus data.

OBD2 vs. Proprietary CAN Protocols and Parameters

It’s important to understand that your vehicle’s electronic control units (ECUs) do not depend on OBD2 for their core functions. Instead, each Original Equipment Manufacturer (OEM) implements its own proprietary CAN protocols for vehicle operation. These protocols are often unique to the vehicle brand, model, and year. This OEM-specific CAN data is typically undecipherable without reverse engineering [https://www.csselectronics.com/pages/can-bus-sniffer-reverse-engineering].

Connecting a CAN bus data logger to your car’s OBD2 connector may reveal this OEM-specific CAN data, usually broadcast at 1000-2000 frames per second. However, many newer vehicles employ a ‘gateway’ that blocks access to this proprietary CAN data through the OBD2 connector, allowing only OBD2 communication.

In essence, OBD2 functions as an ‘extra’ higher-layer protocol running alongside the OEM-specific protocol.

Bit-Rate and ID Validation for OBD2 Parameter Access

As mentioned, OBD2 can operate with two bit rates (250K, 500K) and two CAN ID lengths (11-bit, 29-bit), creating four possible combinations. Modern vehicles commonly use 500K with 11-bit IDs, but external tools should systematically verify this.

ISO 15765-4 outlines a systematic initialization sequence to determine the correct combination. This method relies on the fact that OBD2-compliant vehicles must respond to a mandatory OBD2 request (detailed in the OBD2 PID section) and that incorrect bit rate transmissions will cause CAN error frames.

Newer versions of ISO 15765-4 acknowledge that vehicles may support OBD communication via OBDonUDS rather than OBDonEDS. This article primarily focuses on OBD2/OBDonEDS (OBD on Emission Diagnostic Service as per ISO 15031-5/SAE J1979) as opposed to WWH-OBD/OBDonUDS (OBD on Unified Diagnostic Service as per ISO 14229, ISO 27145-3/SAE J1979-2).

To distinguish between OBDonEDS and OBDonUDS protocols, testing tools may send additional UDS requests with 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 known as OBD2, SAE OBD, EOBD, or ISO OBD) is prevalent in most non-EV cars today, while WWH-OBD is mainly used in EU trucks and buses.

OBD2 Bit-Rate and CAN ID Validation: Flow chart illustrating the validation process according to ISO 15765-4.

OBD2 Five Lower-Layer Protocols: CAN (ISO 15765), KWP2000, SAE J1850, and ISO 9141 standards.

Five Lower-Layer OBD2 Protocols

While CAN (ISO 15765) is now the dominant lower-layer protocol for OBD2, particularly in vehicles from 2008 onwards, it’s useful to know the other four protocols used in older cars. The pinouts can help identify which protocol your vehicle might be using.

ISO 15765 (CAN bus): Mandatory in US cars since 2008 and now the most common.
ISO14230-4 (KWP2000): Keyword Protocol 2000, common in 2003+ cars, especially in Asia.
ISO 9141-2: Used in EU, Chrysler, and Asian cars from 2000-2004.
SAE J1850 (VPW): Primarily used in older GM vehicles.
SAE J1850 (PWM): Mainly used in older Ford vehicles.

ISO-TP for OBD2 Message Transport [ISO 15765-2]

All OBD2 data is transmitted over CAN bus using ISO-TP (ISO 15765-2), a transport protocol that allows for payloads larger than 8 bytes. This is essential for OBD2 functions like retrieving the Vehicle Identification Number (VIN) or Diagnostic Trouble Codes (DTCs). ISO 15765-2 handles segmentation, flow control, and reassembly of these larger messages. For more details, refer to our introduction to UDS.

Often, OBD2 data fits within a single CAN frame. In these cases, ISO 15765-2 specifies the use of a ‘Single Frame’ (SF) format. The first data byte (PCI field) indicates the payload length (excluding padding), leaving 7 bytes for OBD2-related communication.

ISO 15765-2 ISO-TP OBD2 Frame Types: Single Frame (SF), First Frame (FF), Consecutive Frame (CF), and Flow Control (FC) types.

Decoding the OBD2 Diagnostic Message and Parameters [SAE J1979, ISO 15031-5]

To better understand OBD2 communication over CAN, let’s examine a raw ‘Single Frame’ OBD2 CAN message. In simple terms, an OBD2 message consists of an identifier, a data length indicator (PCI field), and the data itself. The data section is further divided into Mode, Parameter ID (PID), and data bytes.

OBD2 PIDs: OBD-II Message Structure Breakdown Explained, showing Mode, PID, ID, and data bytes.

Example: OBD2 Request and Response for Parameters

Consider this example request/response sequence for the ‘Vehicle Speed’ parameter.

An external tool sends a request message to the car with CAN ID 0x7DF, containing 2 payload bytes: Mode 0x01 and PID 0x0D. The vehicle responds via CAN ID 0x7E8 with 3 payload bytes, including the Vehicle Speed value in the 4th byte, 0x32 (decimal 50).

By consulting the decoding rules for OBD2 PID 0x0D, we find that the physical value corresponds to 50 km/h.

Next, we’ll delve into OBD2 modes and PIDs in more detail.

OBD2 Request 7DF Response 7E8: Example of a request for vehicle speed (PID 0x0D) and the corresponding response.

OBD2 PID Example: Vehicle Speed (PID 0D) parameter details and decoding.

OBD2 Services Modes: Overview of 10 PID modes and diagnostic services including current data, freeze frame, and DTC clearing.

The 10 OBD2 Services (Modes)

There are 10 standardized OBD2 diagnostic services, or modes. Mode 0x01 is used for retrieving current real-time data and OBD2 parameters, while others are for displaying/clearing diagnostic trouble codes (DTCs) or accessing freeze frame data.

Vehicles are not required to support all OBD2 modes and may also implement non-standard, OEM-specific modes.

In OBD2 messages, the mode is indicated in the second byte. In a request, the mode is directly included (e.g., 0x01). In a response, 0x40 is added to the mode value (e.g., becoming 0x41).

OBD2 Parameter IDs (PIDs) Explained

Each OBD2 mode contains Parameter IDs (PIDs). For example, mode 0x01 includes approximately 200 standardized PIDs that provide real-time data on parameters such as speed, RPM, and fuel level. However, vehicles are not obligated to support every PID within a mode, and most typically support only a subset.

One PID holds a special significance: if an emissions-related ECU supports any OBD2 services, it must support mode 0x01 PID 0x00. Responding to PID 0x00, the vehicle ECU indicates its support for PIDs 0x01-0x20. This makes PID 0x00 a fundamental test for ‘OBD2 compatibility’. Similarly, PIDs 0x20, 0x40, and so on, up to 0xC0, can be used to check support for the remaining mode 0x01 PIDs in ranges of 32 PIDs at a time.

OBD2 Protocol Request and Response Frames: Detailing the structure of PID data and parameters within OBD2 communication.

OBD2 PID Overview Tool: Interface showing service 01, used for exploring supported PIDs.

Tip: Using an OBD2 PID Overview Tool

The appendices of SAE J1979 and ISO 15031-5 provide scaling information for standard OBD2 PIDs, enabling the conversion of raw data into physical values, as explained in our CAN bus introduction.

For quick lookup of mode 0x01 PIDs, our OBD2 PID overview tool is invaluable. It aids in constructing OBD2 request frames and dynamically decoding OBD2 responses.

OBD2 PID overview tool

How to Log and Decode OBD2 Parameters

This section provides a practical demonstration of logging OBD2 data using the CANedge CAN bus data logger.

The CANedge allows configuration of custom CAN frames for transmission, making it ideal for OBD2 logging and parameter capture. Once configured, it can be easily connected to your vehicle using our OBD2-DB9 adapter cable.

OBD2 PID Data Logger: Requesting PID data using 7DF and receiving responses via 7E8.

OBD2 Bit Rate Test: Validating bit rate by sending a CAN frame at 500K and checking for successful transmission.

OBD2 Supported PIDs Test: Reviewing responses to ‘Supported PIDs’ requests in asammdf.

Review Supported PIDs via OBD2 Lookup Tool: Decoding ‘Supported PIDs’ results using an OBD2 PID lookup tool.

#1: Testing Bit-Rate, IDs, and Supported PIDs

As discussed, ISO 15765-4 details how to determine the bit rate and IDs for a specific vehicle. You can use the CANedge to perform these tests as follows (see the CANedge Intro for detailed instructions):

Send a CAN frame at 500K and verify successful transmission (if unsuccessful, try 250K).
Use the identified bit rate for subsequent communication.
Send multiple ‘Supported PIDs’ requests and analyze the responses.
Determine 11-bit vs. 29-bit IDs based on response IDs.
Identify supported PIDs from the response data.

We provide plug-and-play configurations to facilitate these tests. Most non-EV cars manufactured in 2008 or later support 40-80 PIDs using a 500K bit rate, 11-bit CAN IDs, and the OBD2/OBDonEDS protocol.

As shown in the asammdf GUI screenshot, multiple responses to a single OBD request are common when using the 0x7DF request ID, which polls all ECUs. Since all OBD2/OBDonEDS-compliant ECUs must support service 0x01 PID 0x00, many responses to this PID are typical. For subsequent ‘Supported PIDs’ requests, fewer ECUs usually respond. Notice that the ECM ECU (0x7E8) supports all PIDs supported by other ECUs in this example. This means busload can be reduced by directing subsequent communication specifically to the ECM ECU using the ‘Physical Addressing’ CAN ID 0x7E0.

#2: Configuring OBD2 PID Requests for Data Logging

Once you know which OBD2 PIDs your vehicle supports, along with the correct bit rate and CAN IDs, you can configure your transmit list with the desired PIDs.

Consider these points when configuring your OBD2 PID requests:

CAN IDs: Switch to ‘Physical Addressing’ request IDs (e.g., 0x7E0) to minimize multiple responses per request.
Spacing: Introduce a delay of 300-500 ms between OBD2 requests to prevent ECU overload and ensure responses.
Battery Drain: Implement triggers to stop transmissions when the vehicle is inactive, preventing ECU ‘wake-up’ and battery drain.
Filters: Apply filters to record only OBD2 responses if your vehicle also outputs OEM-specific CAN data, streamlining data capture.

With these settings configured, your device is ready to log raw OBD2 data and capture valuable OBD2 parameters!

OBD2 Transmit List Example: A sample list of CANedge OBD2 PID requests for data logging.

OBD2 Data Decoded: Visual plot in asammdf showing DBC decoded OBD2 data from CAN bus.

#3: DBC Decoding of Raw OBD2 Parameter Data

To analyze and visualize your logged data, decode the raw OBD2 data into ‘physical values’ (e.g., km/h, °C). The decoding information is available in ISO 15031-5/SAE J1979 and online resources like Wikipedia. For convenience, we offer a free OBD2 DBC file to simplify DBC decoding of raw OBD2 data in most CAN bus software tools.

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

Instead, signal identification requires using the CAN ID, OBD2 mode, and OBD2 PID together. This form of multiplexing, known as ‘extended multiplexing‘, can be implemented using DBC files.

CANedge: Your OBD2 Parameter Data Logger

The CANedge simplifies OBD2 data recording to an 8-32 GB SD card. Connect it to your car or truck to start logging, then decode the data using free software/APIs and our OBD2 DBC.

OBD2 logger intro
CANedge

OBD2 Multi-Frame Examples [ISO-TP]

OBD2 communication relies on ISO-TP (transport protocol) as per ISO 15765-2. While most examples have been single-frame, multi-frame communication is also crucial.

Multi-frame OBD2 communication requires flow control frames (see our UDS intro). In practice, a static flow control frame can be transmitted approximately 50 ms after the initial request frame, as demonstrated in the CANedge configuration example.

Moreover, analyzing multi-frame OBD2 responses requires CAN software/API tools that support ISO-TP, like the CANedge MF4 decoders.

OBD2 Multi-Frame Request Message: Example requesting Vehicle Identification Number (VIN).

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

The Vehicle Identification Number (VIN) is vital for telematics and diagnostics (see our UDS intro). To retrieve the VIN using OBD2, use mode 0x09 and PID 0x02:

VIN Vehicle Identification Number OBD2 Example: Multi-frame request and response sequence.

The tester tool sends a Single Frame request with PCI field (0x02), request service identifier (0x09), and PID (0x02). The vehicle responds with a First Frame containing the PCI, length (0x014 = 20 bytes), mode (0x49, i.e., 0x09 + 0x40), and PID (0x02). Following the PID is byte 0x01, indicating one Number Of Data Items (NODI). The subsequent 17 bytes represent the VIN, which can be converted from HEX to ASCII as described in our UDS introduction.

Example 2: OBD2 Multi-PID Request (6x) for Multiple Parameters

External tools can request up to six mode 0x01 OBD2 PIDs in a single request frame. The ECU will respond with data for the supported PIDs, omitting unsupported ones, possibly across multiple frames via ISO-TP.

This efficient method allows for higher-frequency data collection but complicates signal encoding, making generic OBD2 DBC files less useful. We generally advise against this method in practice. Below is an example trace:

Requesting Multiple PIDs in One Request: ISO-TP trace example of a multi-frame response.

The multi-frame response is similar to the VIN example, but the payload includes both the requested PIDs and their corresponding data. PIDs are often ordered as requested, though this isn’t strictly mandated by ISO 15031-5.

Decoding these responses with generic DBC files is challenging. We advise against this approach for practical data logging unless you are using tools specifically designed for it. This method introduces extended multiplexing, complicated further by needing to account for each PID’s payload position in your DBC file. This complexity makes it difficult to generalize DBCs across vehicles with varying supported PIDs. Handling multiple multi-PID requests further complicates DBC management.

A workaround involves custom scripts and recording transmit messages to correlate requests with responses. However, this approach is difficult to scale.

Example 3: OBD2 Diagnostic Trouble Codes (DTCs) Parameters

OBD2 can retrieve emissions-related Diagnostic Trouble Codes (DTCs) using mode 0x03, ‘Show stored Diagnostic Trouble Codes’. No PID is included in the request. Responding ECUs will indicate the number of stored DTCs (possibly zero), with each DTC occupying 2 data bytes. Multi-frame responses are necessary if more than two DTCs are stored.

The 2-byte DTC value is divided into two parts, as per ISO 15031-5/ISO 15031-6. The first two bits define the ‘category’, and the remaining 14 bits form a 4-digit hexadecimal code. Decoded DTC values can be looked up using OBD2 DTC lookup tools like repairpal.com.

The example below shows a request to an ECU with six stored DTCs.

OBD2 DTC Diagnostic Trouble Code: DBC Interpretation Example, showing category and code breakdown.

OBD2 Diagnostic Trouble Codes DTC: CAN Bus Request Response Example, showing trace frames for DTC retrieval.

Use Cases for OBD2 Parameter Data Logging

OBD2 data from cars and light trucks has diverse applications:

Logging Data from Cars and OBD2 Parameters

OBD2 data can be used to optimize fuel consumption, improve driving habits, test prototype components, and for insurance telematics.

obd2 logger

Real-Time Car Diagnostics using OBD2 Parameters

OBD2 interfaces can stream human-readable OBD2 data in real-time, aiding in diagnosing vehicle issues effectively.

obd2 streaming

Predictive Maintenance with OBD2 Parameter Monitoring

Vehicles can be monitored via IoT OBD2 loggers in the cloud to predict and prevent breakdowns.

predictive maintenance

Vehicle Black Box Logging with OBD2 Parameters

An OBD2 logger can act as a ‘black box’ for vehicles, providing crucial data for incident analysis or diagnostics.

can bus blackbox

Do you have an OBD2 data logging use case in mind? Contact us for a free consultation!

Explore more in our guides section or download the ‘Ultimate Guide’ PDF.

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