Looking for a straightforward and practical introduction to OBD2, including how it relates to your VIN?
This guide offers a clear explanation of the On-Board Diagnostics (OBD2) protocol, covering the OBD2 connector, OBD2 Parameter IDs (PIDs), and its connection to the CAN bus system. Crucially, we’ll explore how OBD2 is used to access your Vehicle Identification Number (VIN).
This is a hands-on introduction, designed to teach you how to request and interpret OBD2 data, understand key applications, and provide valuable practical tips.
Discover why this guide is becoming recognized as a leading resource for understanding OBD2.
You can also watch our introductory OBD2 video above – or download this guide as a PDF
Article Contents:
Author: Martin Falch (Updated January 2025)
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Understanding OBD2: Your Car’s Diagnostic System
OBD2 is your vehicle’s integrated self-diagnostic system. It’s a standardized protocol enabling the retrieval of diagnostic trouble codes (DTCs) and real-time vehicle data through the OBD2 connector. This system also plays a vital role in accessing your Obd2 Vin, which we’ll discuss further.
You’ve likely encountered OBD2 without realizing it:
Ever seen the check engine light illuminate on your dashboard?
That light is your car signaling a potential issue. When you visit a mechanic, they use an OBD2 scanner to diagnose the problem, often starting by reading the OBD2 VIN.
Mechanics connect an OBD2 reader to the 16-pin OBD2 connector, typically located near the steering wheel. This tool sends ‘OBD2 requests’ to the car, and the car responds with ‘OBD2 responses’. These responses can include data like speed, fuel level, and Diagnostic Trouble Codes (DTCs). Importantly, the OBD2 VIN can also be accessed through these requests, aiding in accurate vehicle identification and diagnostics. This streamlined process significantly speeds up troubleshooting.
OBD2 Compatibility: Does Your Car Have It?
In most cases, yes!
The vast majority of modern non-electric vehicles are OBD2 compliant, and many operate on the CAN bus network. However, for older vehicles, the presence of a 16-pin OBD2 connector doesn’t automatically guarantee OBD2 support. It’s crucial to verify compatibility, as outlined by scantool.net. A simple way to check is based on the vehicle’s purchase location and year:
A Brief History of OBD2 and the OBD2 VIN
The origins of OBD2 are rooted in California, where the California Air Resources Board (CARB) mandated OBD systems in all new vehicles from 1991 onwards for emissions monitoring. This initial mandate laid the groundwork for standardized vehicle diagnostics, including the eventual accessibility of the OBD2 VIN.
The OBD2 standard itself was developed and recommended by the Society of Automotive Engineers (SAE). It brought standardization to DTCs and the OBD connector across different vehicle manufacturers (SAE J1962). This standardization also extended to methods for accessing crucial vehicle information like the OBD2 VIN.
The global adoption of OBD2 unfolded progressively:
- 1996: OBD2 becomes mandatory in the USA for cars and light trucks.
- 2001: Required in the EU for gasoline-powered cars.
- 2003: Extended to diesel cars in the EU (EOBD).
- 2005: OBD2 becomes mandatory in the US for medium-duty vehicles.
- 2008: US vehicles are required to utilize ISO 15765-4 (CAN) as the foundation for OBD2, further standardizing data access including the OBD2 VIN.
- 2010: OBD2 mandate extends to heavy-duty vehicles in the US.
The Future of OBD2 and OBD3: Remote Diagnostics & VIN Access
OBD2 is firmly established, but its evolution continues.
Here are key trends shaping the future:
Originally conceived for emissions control and testing, legislated OBD2 has a notable exception: electric vehicles. Currently, most modern EVs don’t support standard OBD2 requests. Instead, they often use OEM-specific UDS communication protocols. This makes data retrieval challenging without reverse engineering. However, resources like our case studies for electric cars including Tesla, Hyundai/Kia, Nissan, and VW/Skoda EVs offer insights into accessing data from these vehicles. Accessing the VIN via OBD2 in EVs is also subject to these variations.
Current OBD2 implementations face limitations in data richness and lower-layer protocols. Modern alternatives like WWH-OBD (World Wide Harmonized OBD) and OBDonUDS (OBD on UDS) are emerging to address these. They aim to enhance OBD communication by utilizing the UDS protocol. Learn more about these protocols in our introduction to UDS. The future of OBD2 VIN access may also be influenced by these protocol shifts.
In our connected world, manual OBD2 testing for emissions seems outdated.
The proposed solution is OBD3 – integrating telematics into all vehicles.
OBD3 envisions adding a small radio transponder to vehicles, similar to those used for toll roads. This would allow the car’s vehicle identification number (VIN) and DTCs to be transmitted wirelessly via WiFi to a central server for automated checks. This evolution would streamline processes like remote VIN verification via OBD3.
Many devices already facilitate CAN or OBD2 data transfer via WiFi/cellular, such as the CANedge2 WiFi CAN logger and the CANedge3 3G/4G CAN logger.
While convenient and cost-saving, OBD3 raises political challenges related to surveillance concerns. The ease of remotely accessing the OBD2 VIN and other vehicle data could be a point of contention.
OBD2 was initially designed for stationary emissions testing.
However, third-party use of OBD2 for real-time data generation is now widespread, through OBD2 dongles, CAN loggers and similar tools. The German car industry is seeking to change this, as reported by eenewsautomotive.com:
“OBD has been designed to service cars in repair shops. In no way has it been intended to allow third parties to build a form of data-driven economy on the access through this interface“
– Christoph Grote, SVP Electronics, BMW (2017)
The proposal involves deactivating OBD2 functionality during driving, centralizing data collection with manufacturers. This would give manufacturers control over ‘automotive big data’. This shift could impact third-party access to OBD2 VIN and other data.
Security concerns, such as mitigating the risk of car hacking, are cited as justification. However, many perceive this as a commercially motivated move. Whether this trend gains traction remains to be seen, but it could significantly disrupt the market for third-party OBD2 services, including those relying on OBD2 VIN access.
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OBD2 Standards: Connector, Protocols & VIN Access
On-board diagnostics, OBD2, is a higher-layer protocol, like a language. CAN is the communication method, like a phone line. This makes OBD2 similar to other CAN-based higher-layer protocols like J1939, CANopen, and NMEA 2000. The standards ensure consistent communication and data formats, including how to request and interpret the OBD2 VIN.
OBD2 standards define the OBD2 connector, lower-layer protocols, OBD2 Parameter IDs (PIDs), and methods for accessing data like the OBD2 VIN.
These standards can be visualized using a 7-layer OSI model. The following sections will focus on the most critical aspects.
In the OSI model, you’ll notice that SAE and ISO standards cover multiple layers. This reflects the standardization efforts in the US (SAE) and EU (ISO). Several standards are technically very similar, for example, SAE J1979 vs. ISO 15031-5 and SAE J1962 vs. ISO 15031-3. These standards collectively ensure reliable OBD2 communication, including VIN retrieval via OBD2.
The OBD2 Connector [SAE J1962] and VIN Access
The 16-pin OBD2 connector provides easy access to vehicle data and is specified in SAE J1962 / ISO 15031-3. This connector is the gateway to accessing not only diagnostic data but also the OBD2 VIN.
The illustration shows a Type A OBD2 pin connector (also known as Data Link Connector, DLC).
Key points about the OBD2 connector:
- It’s typically located near the steering wheel, but may be hidden.
- Pin 16 provides battery power (often even when the ignition is off), crucial for powering OBD2 scanners used to retrieve the OBD2 VIN.
- The OBD2 pinout varies based on the communication protocol.
- CAN bus is the most common lower-layer protocol, meaning pins 6 (CAN-H) and 14 (CAN-L) are usually connected.
OBD2 Connector Types: A vs. B
You might encounter both Type A and Type B OBD2 connectors. Type A is common in cars, while Type B is often found in medium and heavy-duty vehicles. Both types allow access to the OBD2 VIN, but they differ in power supply.
While both types have similar OBD2 pinouts, they differ in power supply outputs (12V for Type A, 24V for Type B). Baud rates can also vary, with cars typically using 500K and heavy-duty vehicles often using 250K (with increasing support for 500K). The process for retrieving the OBD2 VIN remains consistent across both types.
Type B OBD2 connectors have an interrupted groove in the middle, making it physically distinguishable from Type A. A Type B OBD2 adapter cable is compatible with both Type A and Type B sockets, while a Type A adapter will not fit into a Type B socket.
OBD2 and CAN Bus [ISO 15765-4] for VIN Retrieval
Since 2008, CAN bus has been the mandatory lower-layer protocol for OBD2 in all US vehicles, according to ISO 15765. This standardization also impacts how the OBD2 VIN is communicated.
ISO 15765-4 (Diagnostics over CAN or DoCAN) specifies restrictions applied to the CAN standard (ISO 11898).
It standardizes the CAN interface for test equipment, focusing on the physical, data link, and network layers, which are all relevant to OBD2 VIN access:
- CAN bus bit-rate must be 250K or 500K.
- CAN IDs can be 11-bit or 29-bit.
- Specific CAN IDs are used for OBD requests/responses, including those for VIN retrieval.
- Diagnostic CAN frame data length is 8 bytes.
- OBD2 adapter cable maximum length is 5 meters.
OBD2 CAN Identifiers (11-bit, 29-bit) and VIN Requests
OBD2 communication, including OBD2 VIN requests, relies on request/response messages.
In most cars, 11-bit CAN IDs are used for OBD2. The ‘Functional Addressing’ ID is 0x7DF, which queries all OBD2-compatible ECUs for data on the requested parameter (ISO 15765-4). CAN IDs 0x7E0-0x7E7 are used for ‘Physical Addressing’ requests to specific ECUs (less common). OBD2 VIN requests may utilize either addressing method.
ECUs respond with 11-bit IDs 0x7E8-0x7EF. The most common response ID is 0x7E8 (ECM, Engine Control Module), and to some extent 0x7E9 (TCM, Transmission Control Module). Responses to OBD2 VIN requests will typically use these IDs.
Some vehicles (vans, light/medium/heavy-duty vehicles) use extended 29-bit CAN identifiers for OBD2 communication, including VIN access.
The ‘Functional Addressing’ CAN ID in this case is 0x18DB33F1.
Responses use CAN IDs 0x18DAF100 to 0x18DAF1FF (typically 18DAF110 and 18DAF11E). The response ID is sometimes shown in ‘J1939 PGN’ form, PGN 0xDA00 (55808), which is marked as ‘Reserved for ISO 15765-2’ in J1939-71 standard, and can be relevant when interpreting OBD2 VIN data.
OBD2 vs. Proprietary CAN Protocols: Implications for VIN
Vehicle ECUs operate using proprietary CAN protocols defined by the OEM, not OBD2. These protocols are brand, model, and year-specific. Without OEM documentation or reverse engineering, interpreting this data is generally not possible. This proprietary layer exists independently of OBD2 VIN access.
Connecting a CAN bus data logger to the OBD2 connector may reveal OEM-specific CAN data, often broadcast at 1000-2000 frames/second. However, newer vehicles often have a ‘gateway’ that restricts access to this data, allowing only OBD2 communication (including OBD2 VIN requests) through the OBD2 connector.
Think of OBD2 as a separate higher-layer protocol operating alongside the OEM-specific protocol. Accessing the OBD2 VIN is a standardized function within this ‘extra’ layer.
Bit-rate and ID Validation for OBD2 VIN Access
OBD2 can use two bit-rates (250K, 500K) and two CAN ID lengths (11-bit, 29-bit), resulting in 4 possible combinations. Modern cars commonly use 500K and 11-bit IDs, but tools should systematically verify this, especially when attempting to retrieve the OBD2 VIN.
ISO 15765-4 provides recommendations for 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 (see OBD2 PID section) and that incorrect bit-rates cause CAN error frames. Proper bit-rate and ID validation is crucial for successful OBD2 VIN retrieval.
Newer ISO 15765-4 versions account for OBD communication via OBDonUDS instead of OBDonEDS. This article primarily focuses on OBD2/OBDonEDS (OBD on emission diagnostic service per ISO 15031-5/SAE J1979) versus WWH-OBD/OBDonUDS (OBD on Unified Diagnostic Service per ISO 14229, ISO 27145-3/SAE J1979-2). The underlying communication method can influence the specifics of OBD2 VIN access.
To test for OBDonEDS vs OBDonUDS, tools may send UDS requests with 11-bit/29-bit functional address IDs for service 0x22 and data identifier (DID) 0xF810 (protocol identification). OBDonUDS-compliant vehicles must have ECUs that respond to this DID.
OBDonEDS (OBD2, SAE OBD, EOBD, ISO OBD) is prevalent in non-EV cars, while WWH-OBD is mainly used in EU trucks/buses. Understanding these protocol variations is helpful for advanced OBD2 VIN applications.
Five Lower-Layer OBD2 Protocols: Historical Context for VIN
While CAN (ISO 15765) is now dominant, older vehicles (pre-2008) may use other lower-layer OBD2 protocols. Knowing these protocols and their pinouts can be useful, particularly when dealing with OBD2 VIN access in older cars:
- 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 (2000-04).
- SAE J1850 (VPW): Primarily in older GM cars.
- SAE J1850 (PWM): Primarily in older Ford cars.
ISO-TP [ISO 15765-2] for OBD2 Message Transport including VIN
OBD2 data, including the OBD2 VIN, is transmitted over CAN bus using ISO-TP (ISO 15765-2) transport protocol. This allows for payloads exceeding 8 bytes, necessary for data like the Vehicle Identification Number (VIN) or Diagnostic Trouble Codes (DTCs). ISO 15765-2 handles segmentation, flow control, and reassembly of these larger messages. Refer to our UDS introduction for more details.
Often, OBD2 data fits within a single CAN frame. ISO 15765-2 specifies ‘Single Frame’ (SF) usage in such cases, where the first data byte (PCI field) indicates payload length (excluding padding), leaving 7 bytes for OBD2 communication. However, VIN retrieval via OBD2 frequently involves multi-frame communication due to the VIN’s length.
The OBD2 Diagnostic Message [SAE J1979, ISO 15031-5] and VIN Request Structure
To understand OBD2 on CAN, let’s examine a ‘Single Frame’ OBD2 CAN message. Simplified, it consists of an identifier, data length (PCI field), and data. The data is further broken down into Mode, Parameter ID (PID), and data bytes. The structure for requesting the OBD2 VIN follows this pattern.
Example: OBD2 Request/Response for Vehicle Speed (and VIN is Similar)
Let’s consider a vehicle speed request/response. Requesting the OBD2 VIN follows a similar request/response pattern.
An external tool sends a request to the car with CAN ID 0x7DF and 2 payload bytes: Mode 0x01 and PID 0x0D (Vehicle Speed). The car responds with CAN ID 0x7E8 and 3 payload bytes, including the speed value in the 4th byte, 0x32 (50 decimal).
Using OBD2 PID 0x0D decoding rules, we find the physical value is 50 km/h. To retrieve the OBD2 VIN, a different Mode and PID are used, but the request/response principle is the same.
The 10 OBD2 Services (Modes) and VIN Access Mode
OBD2 has 10 diagnostic services (modes). Mode 0x01 shows real-time data, others handle diagnostic trouble codes (DTCs) or freeze frame data. Mode 0x09 is specifically used for requesting vehicle information, including the VIN (PID 0x02).
Vehicles don’t have to support all OBD2 modes and may have OEM-specific modes beyond the 10 standard ones. However, Mode 0x09 and PID 0x02 for VIN retrieval are widely supported.
In OBD2 messages, the mode is in the 2nd byte. In requests, the mode is direct (e.g., 0x01). In responses, 0x40 is added to the mode (e.g., 0x41). This applies to responses containing the OBD2 VIN as well.
OBD2 Parameter IDs (PIDs) and the VIN PID
Each OBD2 mode contains Parameter IDs (PIDs). Mode 0x01 has ~200 standardized PIDs for real-time data like speed, RPM, and fuel level. However, vehicles support only a subset of PIDs within a mode. Mode 0x09 PID 0x02 is the PID specifically designated for requesting the Vehicle Identification Number (VIN).
One PID is particularly important for compatibility testing: Mode 0x01 PID 0x00. If an emissions-related ECU supports any OBD2 services, it must support mode 0x01 PID 0x00. Responding to this PID indicates support for PIDs 0x01-0x20. This makes PID 0x00 a fundamental ‘OBD2 compatibility test’. Similarly, PIDs 0x20, 0x40, …, 0xC0 indicate support for other mode 0x01 PIDs. While not directly related to OBD2 VIN retrieval, understanding PID support is crucial for general OBD2 communication.
Tip: OBD2 PID Overview Tool for VIN and Other Data
SAE J1979 and ISO 15031-5 appendices contain scaling information for standard OBD2 PIDs, enabling data decoding into physical values (as explained in our CAN bus intro). This is also relevant for understanding the data format of the OBD2 VIN.
For Mode 0x01 PID lookups, use our OBD2 PID overview tool. It helps construct OBD2 request frames and dynamically decode responses, which can be helpful in understanding the response format for OBD2 VIN requests, even though the tool primarily focuses on Mode 0x01.
OBD2 PID overview tool
Logging and Decoding OBD2 Data, Including VIN
This section provides a practical example of logging OBD2 data, including how to capture and decode the OBD2 VIN, using the CANedge CAN bus data logger.
The CANedge allows configuration of custom CAN frames for transmission, making it suitable for OBD2 logging, including OBD2 VIN requests.
Connect the CANedge to your vehicle using our OBD2-DB9 adapter cable to begin logging.
The responses to ‘Supported PIDs’ can be reviewed in asammdf
#1: Bit-rate, ID, and Supported PID Testing (Including VIN Support)
As discussed, ISO 15765-4 details determining bit-rate and IDs for a vehicle. This process is essential before attempting to request the OBD2 VIN. Use the CANedge for testing as follows (see CANedge Intro for details):
- Send CAN frame at 500K and check for success (if not, try 250K).
- Use the identified bit-rate for communication.
- Send ‘Supported PIDs’ requests and analyze results to understand general OBD2 support.
- Response IDs indicate 11-bit vs. 29-bit IDs, relevant for OBD2 VIN requests.
- Response data shows supported PIDs. While Mode 0x01 PIDs are tested here, understanding PID support is a prerequisite for successful OBD2 VIN requests using Mode 0x09 PID 0x02.
We provide plug-and-play configs for these tests.
Most 2008+ non-EV cars support 40-80 PIDs via 500K bit-rate, 11-bit CAN IDs, and OBD2/OBDonEDS protocol. This generally includes support for OBD2 VIN retrieval.
The asammdf GUI screenshot illustrates multiple responses to a single OBD request due to the 0x7DF request ID polling all ECUs. Since all OBD2/OBDonEDS-compliant ECUs must support service 0x01 PID 0x00, many responses are common for this PID. Subsequent ‘Supported PIDs’ requests elicit fewer responses. The ECM ECU (0x7E8) often supports all PIDs supported by other ECUs in this example. For targeted requests, use ‘Physical Addressing’ CAN ID 0x7E0 to reduce bus load. This optimization is also applicable when specifically requesting the OBD2 VIN.
#2: Configuring OBD2 PID Requests, Including VIN
Once you know supported OBD2 PIDs and communication parameters, configure your transmit list with desired PIDs, including the OBD2 VIN PID (Mode 0x09, PID 0x02).
Consider these points:
- CAN IDs: Use ‘Physical Addressing’ request IDs (e.g., 0x7E0) to avoid multiple responses, especially when requesting the OBD2 VIN from a specific ECU.
- Spacing: Add 300-500 ms between OBD2 requests. Overloading ECUs may cause no response.
- Battery drain: Use triggers to stop transmission when inactive to prevent ECU ‘wake-up’.
- Filters: Filter to record only OBD2 responses, useful if OEM-specific CAN data is also present.
With configuration complete, the device is ready to log raw OBD2 data, including OBD2 VIN responses!
An example list of CANedge OBD2 PID requests
asammdf lets you DBC decode and visualize OBD2 data
#3: DBC Decoding of Raw OBD2 Data, Including VIN
To analyze and visualize logged data, decode raw OBD2 data into physical values (km/h, °C, VIN string, etc.).
Decoding information is in ISO 15031-5/SAE J1979 (and Wikipedia). We offer a free OBD2 DBC file for easy DBC decoding in most CAN bus software. This DBC file includes decoding for common OBD2 PIDs and can be adapted to decode the OBD2 VIN response.
Decoding OBD2 data is more complex than regular CAN signals because different OBD2 PIDs share CAN IDs (e.g., 0x7E8). CAN ID alone isn’t enough to identify payload signals.
Solution: Use CAN ID, OBD2 mode, and OBD2 PID for signal identification. This ‘extended multiplexing’ is implemented in DBC files. Our OBD2 DBC file handles this extended multiplexing, including for OBD2 VIN decoding.
CANedge: OBD2 Data Logger for VIN and More
The CANedge simplifies OBD2 data recording, including OBD2 VIN capture, to 8-32 GB SD cards. Connect to a vehicle to start logging and decode data using free software/APIs and our OBD2 DBC.
OBD2 logger intro CANedge
OBD2 Multi-Frame Examples [ISO-TP] and VIN Retrieval
OBD2 data transmission, including OBD2 VIN, uses ISO-TP (ISO 15765-2). Most examples so far are single-frame. This section provides multi-frame communication examples, crucial for understanding OBD2 VIN retrieval as it always involves multi-frame responses.
Multi-frame OBD2 communication requires flow control frames (see our UDS intro). Transmit a static flow control frame ~50 ms after the initial request, as shown in the CANedge configuration example.
CAN software/API tools supporting ISO-TP, like CANedge MF4 decoders, are necessary for multi-frame OBD2 response handling, including OBD2 VIN responses.
Example 1: OBD2 Vehicle Identification Number (VIN) Retrieval
The Vehicle Identification Number (VIN) is vital for telematics, diagnostics, and more (see our UDS intro). To retrieve the VIN using OBD2, use mode 0x09 and PID 0x02:
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 PCI, length (0x014 = 20 bytes), mode (0x49, i.e., 0x09 + 0x40), and PID (0x02). Following the PID is byte 0x01 (Number Of Data Items – NODI, in this case 1 – see ISO 15031-5 / SAE J1979). The remaining 17 bytes are the VIN, convertible from HEX to ASCII as discussed in our UDS intro. This example directly demonstrates OBD2 VIN retrieval.
Example 2: OBD2 Multi-PID Request (6x) – Not Recommended for VIN
Requesting up to 6 mode 0x01 OBD2 PIDs in a single frame is possible. The ECU responds with data for supported PIDs (skipping unsupported ones), potentially across multiple frames via ISO-TP. This method is NOT recommended for OBD2 VIN retrieval due to complexity in decoding and lack of standardization in multi-PID response formats, especially for vehicle identification data.
While efficient for some data types, the signal encoding becomes request-specific, complicating generic OBD2 DBC file use. We advise against this method in practice, particularly for critical data like the OBD2 VIN.
Below is an example trace:
The multi-frame response is similar to the VIN example, but the payload includes requested PIDs and their data. PIDs are often ordered as requested (common but not ISO 15031-5 standard).
DBC decoding is complex and not recommended for this approach, especially for OBD2 VIN applications. It involves extended multiplexing, making DBC generalization difficult. Handling multiple multi-PID requests further complicates DBC manipulation.
Custom scripts and recording transmit messages could work, interpreting responses based on requests, but this is difficult to scale, especially for robust OBD2 VIN solutions.
Example 3: OBD2 Diagnostic Trouble Codes (DTCs) – Indirectly Related to VIN
Mode 0x03 (‘Show stored Diagnostic Trouble Codes’) requests emissions-related DTCs. No PID is in the request. ECUs respond with the number of stored DTCs (possibly 0), with each DTC being 2 bytes. Multi-frame responses are needed for >2 DTCs. While DTCs themselves aren’t the VIN, they are often used in conjunction with the OBD2 VIN for comprehensive vehicle diagnostics and reporting.
The 2-byte DTC value is split (ISO 15031-5/ISO 15031-6). The first 2 bits define ‘category’, and the remaining 14 bits are a 4-digit hex code. Decoded DTC values can be looked up in OBD2 DTC tools like repairpal.com. Combining DTCs with the OBD2 VIN allows for precise identification of vehicles with specific issues.
The example below shows a request to an ECU with 6 DTCs stored.
OBD2 Data Logging Use Cases, Including VIN Applications
OBD2 data from cars and light trucks has various applications, many benefiting from OBD2 VIN integration:
Logging Car Data with VIN for Context
OBD2 data, linked with the OBD2 VIN, can be used for fuel cost reduction, driving improvement, prototype part testing, and insurance applications. The VIN provides essential vehicle-specific context to the logged data.
obd2 logger
Real-time Car Diagnostics with VIN Verification
OBD2 interfaces stream human-readable data in real-time for vehicle diagnostics. Verifying the OBD2 VIN ensures accurate diagnostic data interpretation for the specific vehicle being analyzed.
obd2 streaming
Predictive Maintenance with VIN-Based Tracking
IoT OBD2 loggers monitor cars and light trucks in the cloud for predictive maintenance. Using the OBD2 VIN allows for vehicle-specific tracking and analysis, improving prediction accuracy and preventing breakdowns.
predictive maintenance
Vehicle Black Box Logger with VIN for Identification
An OBD2 logger acts as a ‘black box’ for vehicles or equipment, providing data for disputes or diagnostics. The OBD2 VIN provides irrefutable vehicle identification for black box data, crucial for insurance and warranty purposes.
can bus blackbox
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