How to Read Obd Freeze Frame Data for P0174 on Bmw E46

OBD-2 PIDs (On-board diagnostics Parameter IDs) are codes used to request data from a vehicle, used as a diagnostic tool.

SAE standard J1979 defines many OBD-II PIDs. All on-road vehicles and trucks sold in Northward America are required to support a subset of these codes, primarily for state mandated emissions inspections. Manufacturers likewise define additional PIDs specific to their vehicles. Though not mandated, many motorcycles also support OBD-Ii PIDs.

In 1996, lite duty vehicles (less than 8,500 lb [3,900 kg]) were the kickoff to be mandated followed by medium duty vehicles (betwixt viii,500–fourteen,000 lb [3,900–6,400 kg]) in 2005.^[ane] They are both required to exist accessed through a standardized data link connector divers by SAE J1962.

Heavy duty vehicles (greater than 14,000 lb [6,400 kg]) made after 2010,^[1] for sale in the US are allowed to support OBD-II diagnostics through SAE standard J1939-13 (a round diagnostic connector) according to CARB in championship 13 CCR 1971.i. Some heavy duty trucks in North America employ the SAE J1962 OBD-II diagnostic connector that is common with passenger cars, notably Mack and Volvo Trucks, however they use 29 bit Can identifiers (unlike 11 bit headers used past passenger cars).

Services / Modes [edit]

There are x diagnostic services described in the latest OBD-Ii standard SAE J1979. Before 2002, J1979 referred to these services as "modes". They are equally follows:

Service / Style (hex)	Description
01	Show current data
02	Show freeze frame data
03	Show stored Diagnostic Problem Codes
04	Clear Diagnostic Trouble Codes and stored values
05	Exam results, oxygen sensor monitoring (not Tin only)
06	Test results, other component/system monitoring (Test results, oxygen sensor monitoring for CAN only)
07	Evidence pending Diagnostic Trouble Codes (detected during current or last driving cycle)
08	Command operation of on-lath component/system
09	Asking vehicle information
0A	Permanent Diagnostic Trouble Codes (DTCs) (Cleared DTCs)

Vehicle manufacturers are non required to support all services. Each manufacturer may define additional services in a higher place #nine (due east.k.: service 22 as defined past SAE J2190 for Ford/GM, service 21 for Toyota) for other information e.g. the voltage of the traction battery in a hybrid electric vehicle (HEV).^[2]

The nonOBD UDS services start at 0x10 to avoid overlap of ID-range.

Standard PIDs [edit]

The table below shows the standard OBD-II PIDs as defined by SAE J1979. The expected response for each PID is given, along with data on how to translate the response into meaningful data. Again, non all vehicles will support all PIDs and there tin be manufacturer-defined custom PIDs that are non defined in the OBD-II standard.

Note that services 01 and 02 are basically identical, except that service 01 provides current information, whereas service 02 provides a snapshot of the same data taken at the betoken when the last diagnostic trouble code was set. The exceptions are PID 01, which is only bachelor in service 01, and PID 02, which is only available in service 02. If service 02 PID 02 returns zero, and then there is no snapshot and all other service 02 information is meaningless.

When using Bit-Encoded-Notation, quantities like C4 means scrap four from data byte C. Each fleck is numerated from 0 to 7, so vii is the nearly significant flake and 0 is the to the lowest degree meaning bit (See below).

A

B

C

D

A7

A6

A5

A4

A3

A2

A1

A0

B7

B6

B5

B4

B3

B2

B1

B0

C7

C6

C5

C4

C3

C2

C1

C0

D7

D6

D5

D4

D3

D2

D1

D0

Service 01 - Evidence electric current data [edit]

PIDs (hex)	PID (Dec)	Data bytes returned	Clarification	Min value	Max value	Units	Formula[a]
00	0	4	PIDs supported [01 - xx]				Bit encoded [A7..D0] == [PID $01..PID $20] See below
01	i	iv	Monitor status since DTCs cleared. (Includes malfunction indicator lamp (MIL), status and number of DTCs, components tests, DTC readiness checks)				Bit encoded. Meet beneath
02	2	2	Freeze DTC
03	3	2	Fuel system status				Bit encoded. Encounter below
04	4	ane	Calculated engine load	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$ (or ${\displaystyle {\tfrac {A}{ii.55}}}$ )
05	5	ane	Engine coolant temperature	-40	215	°C	${\displaystyle A-40}$
06	half dozen	1	Short term fuel trim—Bank 1	-100 (Reduce Fuel: Besides Rich)	99.ii (Add Fuel: Too Lean)	%	$${\displaystyle {\frac {100}{128}}A-100}$$ (or ${\displaystyle {\tfrac {A}{1.28}}-100}$ )
07	seven	1	Long term fuel trim—Bank one
08	8	1	Curt term fuel trim—Bank 2
09	9	1	Long term fuel trim—Bank 2
0A	ten	one	Fuel pressure (gauge pressure)	0	765	kPa	${\displaystyle 3A}$
0B	11	ane	Intake manifold absolute pressure	0	255	kPa	${\displaystyle A}$
0C	12	ii	Engine speed	0	16,383.75	rpm	${\displaystyle {\frac {256A+B}{4}}}$
0D	13	ane	Vehicle speed	0	255	km/h	${\displaystyle A}$
0E	14	1	Timing advance	-64	63.5	° before TDC	${\displaystyle {\frac {A}{2}}-64}$
0F	15	1	Intake air temperature	-twoscore	215	°C	${\displaystyle A-40}$
x	16	2	Mass air flow sensor (MAF) air flow rate	0	655.35	grams/sec	${\displaystyle {\frac {256A+B}{100}}}$
eleven	17	ane	Throttle position	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
12	eighteen	1	Commanded secondary air condition				Bit encoded. See below
thirteen	19	1	Oxygen sensors present (in 2 banks)				[A0..A3] == Banking company 1, Sensors 1-iv. [A4..A7] == Bank two...
fourteen	20	2	Oxygen Sensor one A: Voltage B: Brusk term fuel trim	0 -100	ane.275 99.ii	volts %	$${\displaystyle {\frac {A}{200}}}$$ $${\displaystyle {\frac {100}{128}}B-100}$$ (if B==$FF, sensor is non used in trim calculation)
15	21	ii	Oxygen Sensor 2 A: Voltage B: Short term fuel trim
xvi	22	two	Oxygen Sensor 3 A: Voltage B: Curt term fuel trim
17	23	2	Oxygen Sensor 4 A: Voltage B: Short term fuel trim
18	24	2	Oxygen Sensor 5 A: Voltage B: Curt term fuel trim
19	25	2	Oxygen Sensor 6 A: Voltage B: Short term fuel trim
1A	26	2	Oxygen Sensor vii A: Voltage B: Short term fuel trim
1B	27	ii	Oxygen Sensor 8 A: Voltage B: Brusk term fuel trim
1C	28	i	OBD standards this vehicle conforms to	1	250	-	enumerated. See beneath
1D	29	one	Oxygen sensors present (in 4 banks)				Similar to PID 13, but [A0..A7] == [B1S1, B1S2, B2S1, B2S2, B3S1, B3S2, B4S1, B4S2]
1E	thirty	1	Auxiliary input status				A0 == Power Have Off (PTO) condition (1 == agile) [A1..A7] not used
1F	31	2	Run time since engine commencement	0	65,535	seconds	${\displaystyle 256A+B}$
20	32	4	PIDs supported [21 - 40]				Scrap encoded [A7..D0] == [PID $21..PID $twoscore] See below
21	33	2	Distance traveled with malfunction indicator lamp (MIL) on	0	65,535	km	${\displaystyle 256A+B}$
22	34	2	Fuel Rails Pressure (relative to manifold vacuum)	0	5177.265	kPa	${\displaystyle 0.079(256A+B)}$
23	35	2	Fuel Rail Estimate Pressure (diesel fuel, or gasoline straight injection)	0	655,350	kPa	${\displaystyle 10(256A+B)}$
24	36	4	Oxygen Sensor 1 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage	0 0	< 2 < 8	ratio Five	$${\displaystyle {\frac {ii}{65536}}(256A+B)}$$ $${\displaystyle {\frac {8}{65536}}(256C+D)}$$
25	37	4	Oxygen Sensor 2 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
26	38	four	Oxygen Sensor 3 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
27	39	four	Oxygen Sensor 4 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
28	40	4	Oxygen Sensor five AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
29	41	iv	Oxygen Sensor half-dozen AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
2A	42	four	Oxygen Sensor 7 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
2B	43	4	Oxygen Sensor 8 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Voltage
2C	44	1	Commanded EGR	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
2D	45	1	EGR Error	-100	99.2	%	${\displaystyle {\tfrac {100}{128}}A-100}$
2E	46	i	Commanded evaporative purge	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
2F	47	1	Fuel Tank Level Input	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
xxx	48	one	Warm-ups since codes cleared	0	255	count	${\displaystyle A}$
31	49	2	Distance traveled since codes cleared	0	65,535	km	${\displaystyle 256A+B}$
32	50	2	Evap. System Vapor Pressure	-eight,192	8191.75	Pa	${\displaystyle {\frac {256A+B}{4}}}$ (AB is two's complement signed)[3]
33	51	1	Accented Barometric Pressure	0	255	kPa	${\displaystyle A}$
34	52	4	Oxygen Sensor 1 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Current	0 -128	< 2 <128	ratio mA	$${\displaystyle {\frac {2}{65536}}(256A+B)}$$ $${\displaystyle {\frac {256C+D}{256}}-128}$$
35	53	4	Oxygen Sensor 2 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Electric current
36	54	4	Oxygen Sensor 3 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Electric current
37	55	4	Oxygen Sensor 4 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Current
38	56	4	Oxygen Sensor 5 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Current
39	57	4	Oxygen Sensor vi AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Electric current
3A	58	four	Oxygen Sensor 7 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Current
3B	59	four	Oxygen Sensor 8 AB: Air-Fuel Equivalence Ratio (lambda,λ) CD: Current
3C	60	two	Catalyst Temperature: Bank 1, Sensor i	-40	6,513.5	°C	${\displaystyle {\frac {256A+B}{10}}-40}$
3D	61	2	Catalyst Temperature: Bank 2, Sensor 1
3E	62	2	Goad Temperature: Bank 1, Sensor 2
3F	63	ii	Goad Temperature: Banking company 2, Sensor 2
xl	64	4	PIDs supported [41 - threescore]				Scrap encoded [A7..D0] == [PID $41..PID $60] See beneath
41	65	4	Monitor status this drive cycle				Scrap encoded. Meet below
42	66	2	Control module voltage	0	65.535	V	${\displaystyle {\frac {256A+B}{g}}}$
43	67	2	Absolute load value	0	25,700	%	${\displaystyle {\tfrac {100}{255}}(256A+B)}$
44	68	2	Commanded Air-Fuel Equivalence Ratio (lambda,λ)	0	< 2	ratio	${\displaystyle {\tfrac {2}{65536}}(256A+B)}$
45	69	1	Relative throttle position	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
46	lxx	1	Ambient air temperature	-xl	215	°C	${\displaystyle A-forty}$
47	71	1	Absolute throttle position B	0	100	%	${\displaystyle {\frac {100}{255}}A}$
48	72	one	Absolute throttle position C
49	73	1	Accelerator pedal position D
4A	74	1	Accelerator pedal position E
4B	75	1	Accelerator pedal position F
4C	76	1	Commanded throttle actuator
4D	77	ii	Time run with MIL on	0	65,535	minutes	${\displaystyle 256A+B}$
4E	78	two	Time since trouble codes cleared
4F	79	iv	Maximum value for Fuel–Air equivalence ratio, oxygen sensor voltage, oxygen sensor current, and intake manifold absolute pressure	0, 0, 0, 0	255, 255, 255, 2550	ratio, 5, mA, kPa	${\displaystyle A}$ , ${\displaystyle B}$ , ${\displaystyle C}$ , ${\displaystyle D*10}$
50	80	4	Maximum value for air menstruation rate from mass air flow sensor	0	2550	g/due south	${\displaystyle A*10}$ , ${\displaystyle B}$ , ${\displaystyle C}$ , and ${\displaystyle D}$ are reserved for future use
51	81	1	Fuel Type				From fuel type table run across below
52	82	1	Ethanol fuel %	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
53	83	2	Absolute Evap organisation Vapor Pressure	0	327.675	kPa	${\displaystyle {\frac {256A+B}{200}}}$
54	84	2	Evap system vapor pressure level	-32,768	32,767	Pa	${\displaystyle 256A+B}$ (AB is 2'due south complement signed)[three]
55	85	2	Short term secondary oxygen sensor trim, A: depository financial institution 1, B: banking concern 3	-100	99.2	%	${\displaystyle {\frac {100}{128}}A-100}$ ${\displaystyle {\frac {100}{128}}B-100}$
56	86	two	Long term secondary oxygen sensor trim, A: banking company 1, B: bank three
57	87	2	Brusk term secondary oxygen sensor trim, A: bank ii, B: banking company 4
58	88	two	Long term secondary oxygen sensor trim, A: banking concern 2, B: bank 4
59	89	2	Fuel rail absolute pressure	0	655,350	kPa	${\displaystyle ten(256A+B)}$
5A	xc	1	Relative accelerator pedal position	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
5B	91	one	Hybrid battery pack remaining life	0	100	%	${\displaystyle {\tfrac {100}{255}}A}$
5C	92	i	Engine oil temperature	-xl	210	°C	${\displaystyle A-40}$
5D	93	2	Fuel injection timing	-210.00	301.992	°	${\displaystyle {\frac {256A+B}{128}}-210}$
5E	94	2	Engine fuel charge per unit	0	3212.75	L/h	${\displaystyle {\frac {256A+B}{twenty}}}$
5F	95	ane	Emission requirements to which vehicle is designed				Fleck Encoded
60	96	4	PIDs supported [61 - 80]				Flake encoded [A7..D0] == [PID $61..PID $eighty] Run across below
61	97	one	Commuter's need engine - pct torque	-125	130	%	${\displaystyle A-125}$
62	98	1	Actual engine - percentage torque	-125	130	%	${\displaystyle A-125}$
63	99	2	Engine reference torque	0	65,535	Nm	${\displaystyle 256A+B}$
64	100	5	Engine percentage torque data	-125	130	%	${\displaystyle A-125}$ Idle ${\displaystyle B-125}$ Engine signal ane ${\displaystyle C-125}$ Engine betoken two ${\displaystyle D-125}$ Engine point 3 ${\displaystyle E-125}$ Engine point 4
65	101	two	Auxiliary input / output supported				Bit Encoded
66	102	5	Mass air flow sensor	0	2047.96875	grams/sec	[A0]== Sensor A Supported [A1]== Sensor B Supported Sensor A: ${\displaystyle {\frac {256B+C}{32}}}$ Sensor B: ${\displaystyle {\frac {256D+E}{32}}}$
67	103	3	Engine coolant temperature	-xl	215	°C	[A0]== Sensor i Supported [A1]== Sensor 2 Supported Sensor i: ${\displaystyle B-forty}$ Sensor 2: ${\displaystyle C-twoscore}$
68	104	iii	Intake air temperature sensor	-xl	215	°C	[A0]== Sensor 1 Supported [A1]== Sensor ii Supported Sensor 1: ${\displaystyle B-twoscore}$ Sensor ii: ${\displaystyle C-40}$
69	105	seven	Actual EGR, Allowable EGR, and EGR Fault
6A	106	5	Commanded Diesel intake air flow control and relative intake air flow position
6B	107	v	Exhaust gas recirculation temperature
6C	108	5	Commanded throttle actuator control and relative throttle position
6D	109	eleven	Fuel pressure command arrangement
6E	110	9	Injection force per unit area control system
6F	111	3	Turbocharger compressor inlet pressure
70	112	10	Boost force per unit area command
71	113	6	Variable Geometry turbo (VGT) control
72	114	five	Wastegate control
73	115	5	Exhaust pressure
74	116	5	Turbocharger RPM
75	117	7	Turbocharger temperature
76	118	vii	Turbocharger temperature
77	119	5	Accuse air cooler temperature (CACT)
78	120	nine	Frazzle Gas temperature (EGT) Bank 1				Special PID. Meet beneath
79	121	9	Frazzle Gas temperature (EGT) Banking concern 2				Special PID. See below
7A	122	7	Diesel particulate filter (DPF) differential pressure
7B	123	7	Diesel particulate filter (DPF)
7C	124	ix	Diesel fuel Particulate filter (DPF) temperature			°C	${\displaystyle {\frac {256A+B}{x}}-forty}$
7D	125	1	NOx NTE (Non-To-Exceed) command area status
7E	126	1	PM NTE (Not-To-Exceed) control area status
7F	127	13	Engine run time [b]			seconds
eighty	128	four	PIDs supported [81 - A0]				Scrap encoded [A7..D0] == [PID $81..PID $A0] See below
81	129	41	Engine run fourth dimension for Auxiliary Emissions Command Device(AECD)
82	130	41	Engine run fourth dimension for Auxiliary Emissions Control Device(AECD)
83	131	9	NOx sensor
84	132	i	Manifold surface temperature
85	133	10	NOx reagent system
86	134	5	Particulate matter (PM) sensor
87	135	5	Intake manifold absolute pressure
88	136	13	SCR Induce System
89	137	41	Run Time for AECD #11-#15
8A	138	41	Run Time for AECD #16-#20
8B	139	7	Diesel Aftertreatment
8C	140	17	O2 Sensor (Wide Range)
8D	141	ane	Throttle Position 1000	0	100	%
8E	142	1	Engine Friction - Percentage Torque	-125	130	%	${\displaystyle A-125}$
8F	143	7	PM Sensor Bank one & 2
90	144	3	WWH-OBD Vehicle OBD System Information			hours
91	145	5	WWH-OBD Vehicle OBD System Information			hours
92	146	ii	Fuel System Control
93	147	3	WWH-OBD Vehicle OBD Counters support			hours
94	148	12	NOx Alarm And Inducement System
98	152	nine	Exhaust Gas Temperature Sensor
99	153	9	Exhaust Gas Temperature Sensor
9A	154	6	Hybrid/EV Vehicle System Information, Battery, Voltage
9B	155	4	Diesel Exhaust Fluid Sensor Information
9C	156	17	O2 Sensor Data
9D	157	4	Engine Fuel Charge per unit			g/s
9E	158	2	Engine Exhaust Flow Rate			kg/h
9F	159	nine	Fuel Organisation Percentage Use
A0	160	iv	PIDs supported [A1 - C0]				Flake encoded [A7..D0] == [PID $A1..PID $C0] See below
A1	161	nine	NOx Sensor Corrected Data			ppm
A2	162	2	Cylinder Fuel Rate	0	2047.96875	mg/stroke	${\displaystyle {\frac {256A+B}{32}}}$
A3	163	9	Evap System Vapor Force per unit area			Pa
A4	164	4	Transmission Actual Gear	0	65.535	ratio	[A1]==Supported ${\displaystyle {\frac {256C+D}{yard}}}$
A5	165	4	Commanded Diesel Exhaust Fluid Dosing	0	127.5	%	[A0]= one:Supported; 0:Unsupported ${\displaystyle {\frac {B}{2}}}$
A6	166	four	Odometer [c]	0	429,496,729.5	km	${\displaystyle {\frac {A(2^{24})+B(2^{xvi})+C(2^{8})+D}{10}}}$
A7	167	4	NOx Sensor Concentration Sensors 3 and four
A8	168	iv	NOx Sensor Corrected Concentration Sensors 3 and four
A9	169	4	ABS Disable Switch State				[A0]= i:Supported; 0:Unsupported [B0]= one:Yes;0:No
C0	192	four	PIDs supported [C1 - E0]	0x0	0xffffffff		Chip encoded [A7..D0] == [PID $C1..PID $E0] See below
C3	195	?	?	?	?	?	Returns numerous information, including Drive Status ID and Engine Speed*
C4	196	?	?	?	?	?	B5 is Engine Idle Asking B6 is Engine Finish Asking*
PID (hex)	PID (Dec)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]

Service 02 - Show freeze frame data [edit]

Service 02 accepts the same PIDs as service 01, with the same meaning,^[5] only data given is from when the freeze frame^[6] was created.

You have to ship the frame number in the data section of the message.

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
02	2	DTC that caused freeze frame to be stored.				BCD encoded. Decoded equally in service three

Service 03 - Show stored Diagnostic Trouble Codes (DTCs) [edit]

PID (hex)	Information bytes returned	Description	Min value	Max value	Units	Formula[a]
N/A	n*vi	Request trouble codes				3 codes per message frame. Encounter below

Service 04 - Clear Diagnostic Trouble Codes and stored values [edit]

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
N/A	0	Clear trouble codes / Malfunction indicator lamp (MIL) / Cheque engine calorie-free				Clears all stored trouble codes and turns the MIL off.

Service 05 - Test results, oxygen sensor monitoring (non CAN just) [edit]

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
0100	iv	OBD Monitor IDs supported ($01 – $xx)	0x0	0xffffffff
0101	two	O2 Sensor Monitor Bank 1 Sensor 1	0.00	one.275	volts	0.005 Rich to lean sensor threshold voltage
0102		O2 Sensor Monitor Bank 1 Sensor two	0.00	ane.275	volts	0.005 Rich to lean sensor threshold voltage
0103		O2 Sensor Monitor Bank 1 Sensor 3	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0104		O2 Sensor Monitor Banking concern ane Sensor 4	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0105		O2 Sensor Monitor Depository financial institution 2 Sensor 1	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0106		O2 Sensor Monitor Bank ii Sensor two	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0107		O2 Sensor Monitor Bank 2 Sensor 3	0.00	ane.275	volts	0.005 Rich to lean sensor threshold voltage
0108		O2 Sensor Monitor Bank 2 Sensor 4	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0109		O2 Sensor Monitor Bank 3 Sensor 1	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010A		O2 Sensor Monitor Bank 3 Sensor ii	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010B		O2 Sensor Monitor Bank 3 Sensor three	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010C		O2 Sensor Monitor Bank three Sensor four	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010D		O2 Sensor Monitor Banking concern 4 Sensor 1	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010E		O2 Sensor Monitor Bank 4 Sensor ii	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
010F		O2 Sensor Monitor Bank iv Sensor 3	0.00	1.275	volts	0.005 Rich to lean sensor threshold voltage
0110		O2 Sensor Monitor Bank four Sensor four	0.00	ane.275	volts	0.005 Rich to lean sensor threshold voltage
0201		O2 Sensor Monitor Depository financial institution i Sensor 1	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
0202		O2 Sensor Monitor Bank one Sensor 2	0.00	i.275	volts	0.005 Lean to Rich sensor threshold voltage
0203		O2 Sensor Monitor Bank 1 Sensor three	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
0204		O2 Sensor Monitor Banking company 1 Sensor iv	0.00	i.275	volts	0.005 Lean to Rich sensor threshold voltage
0205		O2 Sensor Monitor Bank two Sensor ane	0.00	one.275	volts	0.005 Lean to Rich sensor threshold voltage
0206		O2 Sensor Monitor Bank ii Sensor 2	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
0207		O2 Sensor Monitor Bank 2 Sensor 3	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
0208		O2 Sensor Monitor Depository financial institution 2 Sensor iv	0.00	ane.275	volts	0.005 Lean to Rich sensor threshold voltage
0209		O2 Sensor Monitor Bank 3 Sensor 1	0.00	one.275	volts	0.005 Lean to Rich sensor threshold voltage
020A		O2 Sensor Monitor Bank iii Sensor 2	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
020B		O2 Sensor Monitor Bank three Sensor 3	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
020C		O2 Sensor Monitor Banking company 3 Sensor 4	0.00	i.275	volts	0.005 Lean to Rich sensor threshold voltage
020D		O2 Sensor Monitor Bank 4 Sensor 1	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
020E		O2 Sensor Monitor Bank iv Sensor two	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
020F		O2 Sensor Monitor Depository financial institution 4 Sensor iii	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
0210		O2 Sensor Monitor Banking company iv Sensor 4	0.00	1.275	volts	0.005 Lean to Rich sensor threshold voltage
PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]

Service 09 - Request vehicle information [edit]

PID (hex)	Data bytes returned	Description	Min value	Max value	Units	Formula[a]
00	four	Service 9 supported PIDs (01 to twenty)				Bit encoded. [A7..D0] = [PID $01..PID $20] Meet below
01	1	VIN Message Count in PID 02. Merely for ISO 9141-2, ISO 14230-iv and SAE J1850.				Usually the value will be 5.
02	17	Vehicle Identification Number (VIN)				17-char VIN, ASCII-encoded and left-padded with cypher chars (0x00) if needed to.
03	1	Calibration ID message count for PID 04. Only for ISO 9141-2, ISO 14230-4 and SAE J1850.				It will be a multiple of four (4 messages are needed for each ID).
04	16,32,48,64..	Calibration ID				Upwards to 16 ASCII chars. Data bytes non used volition be reported every bit aught bytes (0x00). Several CALID can be outputed (xvi bytes each)
05	1	Scale verification numbers (CVN) bulletin count for PID 06. Simply for ISO 9141-2, ISO 14230-four and SAE J1850.
06	4,8,12,16	Calibration Verification Numbers (CVN) Several CVN can be output (4 bytes each) the number of CVN and CALID must match				Raw data left-padded with null characters (0x00). Usually displayed as hex string.
07	one	In-use performance tracking message count for PID 08 and 0B. Merely for ISO 9141-2, ISO 14230-4 and SAE J1850.	viii	10		8 if xvi values are required to exist reported, 9 if 18 values are required to be reported, and 10 if twenty values are required to be reported (1 message reports two values, each one consisting in two bytes).
08	four	In-utilize performance tracking for spark ignition vehicles				4 or 5 messages, each one containing 4 bytes (two values). See beneath
09	1	ECU name message count for PID 0A
0A	20	ECU proper noun				ASCII-coded. Right-padded with goose egg chars (0x00).
0B	four	In-use operation tracking for compression ignition vehicles				5 messages, each one containing iv bytes (2 values). Encounter below
PID (hex)	Data bytes returned	Clarification	Min value	Max value	Units	Formula[a]

1. ^ ^{a b c d e f g h i} In the formula column, letters A, B, C, etc. represent the first, second, third, etc. byte of the data. For example, for two data bytes 0F 19, A = 0F and B = 19. Where a (?) appears, contradictory or incomplete information was bachelor.
2. ^ Starting with MY 2010 the California Air Resource Board mandated that all diesel vehicles must supply total engine hours ^[4]
3. ^ Starting with MY 2019 the California Air Resources Board mandated that all vehicles must supply odometer^[4]

Bitwise encoded PIDs [edit]

Some of the PIDs in the to a higher place table cannot exist explained with a simple formula. A more elaborate explanation of these data is provided here:

Service 01 PID 00 - Prove PIDs supported [edit]

A request for this PID returns 4 bytes of data (Big-endian). Each scrap, from MSB to LSB, represents one of the next 32 PIDs and specifies whether that PID is supported.

For instance, if the car response is BE1FA813, it tin be decoded like this:

Hexadecimal	B				E				ane				F				A				viii				1				3
Binary	1	0	1	1	1	1	1	0	0	0	0	1	ane	1	1	ane	1	0	1	0	1	0	0	0	0	0	0	ane	0	0	1	1
Supported?	Aye	No	Aye	Aye	Yes	Yeah	Yeah	No	No	No	No	Yes	Aye	Aye	Yes	Yes	Yes	No	Yes	No	Yes	No	No	No	No	No	No	Yeah	No	No	Yes	Yeah
PID number	01	02	03	04	05	06	07	08	09	0A	0B	0C	0D	0E	0F	ten	11	12	13	xiv	15	16	17	xviii	nineteen	1A	1B	1C	1D	1E	1F	20

And then, supported PIDs are: 01, 03, 04, 05, 06, 07, 0C, 0D, 0E, 0F, 10, 11, 13, fifteen, 1C, 1F and 20

Service 01 PID 01 - Monitor status since DTCs cleared [edit]

A request for this PID returns 4 bytes of data, labeled A B C and D.

The first byte(A) contains ii pieces of information. Bit A7 (MSB of byte A, the first byte) indicates whether or not the MIL (check engine light) is illuminated. Bits A6 through A0 represent the number of diagnostic trouble codes currently flagged in the ECU.

The 2d, 3rd, and 4th bytes(B, C and D) give information about the availability and completeness of certain on-lath tests ("OBD readiness checks"). Notation that test availability is indicated by set (1) bit and completeness is indicated past reset (0) fleck.

Bit	Name	Definition
A7	MIL	Off or On, indicates if the CEL/MIL is on (or should be on)
A6-A0	DTC_CNT	Number of confirmed emissions-related DTCs available for brandish.
B7	RESERVED	Reserved (should exist 0)
B3	NO Proper name	0 = Spark ignition monitors supported (e.thousand. Otto or Wankel engines) 1 = Compression ignition monitors supported (e.g. Diesel engines)

Hither are the common bit B definitions, they are test based.

	Test available	Test incomplete
Components	B2	B6
Fuel System	B1	B5
Misfire	B0	B4

The third and quaternary bytes are to be interpreted differently depending on if the engine is spark ignition (e.g. Otto or Wankel engines) or compression ignition (eastward.grand. Diesel engines). In the 2nd (B) byte, bit 3 indicates how to interpret the C and D bytes, with 0 being spark (Otto or Wankel) and 1 (set) being compression (Diesel).

The bytes C and D for spark ignition monitors (due east.g. Otto or Wankel engines):

	Examination available	Exam incomplete
EGR and/or VVT System	C7	D7
Oxygen Sensor Heater	C6	D6
Oxygen Sensor	C5	D5
A/C Refrigerant	C4	D4
Secondary Air Organisation	C3	D3
Evaporative Organization	C2	D2
Heated Catalyst	C1	D1
Catalyst	C0	D0

And the bytes C and D for compression ignition monitors (Diesel fuel engines):

	Test bachelor	Examination incomplete
EGR and/or VVT Arrangement	C7	D7
PM filter monitoring	C6	D6
Exhaust Gas Sensor	C5	D5
- Reserved -	C4	D4
Boost Pressure	C3	D3
- Reserved -	C2	D2
NOx/SCR Monitor	C1	D1
NMHC Catalyst[a]	C0	D0

1. ^ NMHC may stand up for Non-Methane HydroCarbons, but J1979 does not enlighten the states. The translation would be the ammonia sensor in the SCR catalyst.

Service 01 PID 41 - Monitor status this drive wheel [edit]

A request for this PID returns 4 bytes of data. The first byte is always zero. The 2nd, third, and fourth bytes give data about the availability and completeness of certain on-board tests. As with PID 01, the third and fourth bytes are to be interpreted differently depending on the ignition blazon (B3) – with 0 existence spark and 1 (set) being compression. Note again that test availability is represented by a set (ane) bit and completeness is represented by a reset (0) fleck.

Here are the common bit B definitions, they are examination based.

	Test available	Examination incomplete
Components	B2	B6
Fuel Arrangement	B1	B5
Misfire	B0	B4

The bytes C and D for spark ignition monitors (e.g. Otto or Wankel engines):

	Test available	Test incomplete
EGR and/or VVT Arrangement	C7	D7
Oxygen Sensor Heater	C6	D6
Oxygen Sensor	C5	D5
A/C Refrigerant	C4	D4
Secondary Air System	C3	D3
Evaporative System	C2	D2
Heated Catalyst	C1	D1
Catalyst	C0	D0

And the bytes C and D for compression ignition monitors (Diesel engines):

	Test available	Examination incomplete
EGR and/or VVT Organisation	C7	D7
PM filter monitoring	C6	D6
Frazzle Gas Sensor	C5	D5
- Reserved -	C4	D4
Boost Pressure	C3	D3
- Reserved -	C2	D2
NOx/SCR Monitor	C1	D1
NMHC Catalyst[a]	C0	D0

1. ^ NMHC may stand for Non-Methyl hydride HydroCarbons, but J1979 does not enlighten usa. The translation would be the ammonia sensor in the SCR goad.

Service 01 PID 78 and 79 - Frazzle Gas temperature (EGT) Depository financial institution 1 and Bank ii [edit]

A asking for this PID will render 9 bytes of data. The first byte is a bit encoded field indicating which EGT sensors are supported:

Byte	Description
A	Supported EGT sensors
B-C	Temperature read by EGT11
D-Due east	Temperature read by EGT12
F-Thou	Temperature read by EGT13
H-I	Temperature read by EGT14

The first byte is scrap-encoded as follows:

Bit	Description
A7-A4	Reserved
A3	EGT banking company 1, sensor four Supported?
A2	EGT bank 1, sensor iii Supported?
A1	EGT bank ane, sensor 2 Supported?
A0	EGT bank ane, sensor ane Supported?

The remaining bytes are xvi bit integers indicating the temperature in degrees Celsius in the range -40 to 6513.5 (scale 0.i), using the usual ${\displaystyle (A\times 256+B)/10-40}$ formula (MSB is A, LSB is B). Only values for which the corresponding sensor is supported are meaningful.

The same construction applies to PID 79, but values are for sensors of bank 2.

Service 03 (no PID required) - Show stored Diagnostic Trouble Codes [edit]

A request for this service returns a list of the DTCs that have been set. The list is encapsulated using the ISO 15765-2 protocol.

If in that location are two or fewer DTCs (4 bytes) they are returned in an ISO-TP Single Frame (SF). Three or more DTCs in the list are reported in multiple frames, with the verbal count of frames dependent on the advice type and addressing details.

Each trouble lawmaking requires ii bytes to describe. The 5-graphic symbol lawmaking of a problem code (like "U0158") may be decoded equally follows from bits. The first character in the problem code is determined by the beginning two $.25 in the first byte:

A7-A6	Beginning DTC character
00	P - Powertrain
01	C - Chassis
10	B - Body
11	U - Network

The 2 following digits are encoded as two $.25. The second character in the DTC is a number defined by the following table:

A5-A4	Second DTC character
00	0
01	1
x	two
11	iii

The third character in the DTC is a number defined by

A3-A0	Third DTC graphic symbol
0000	0
0001	i
0010	2
0011	3
0100	iv
0101	v
0110	six
0111	7
yard	eight
1001	9
1010	A
1011	B
1100	C
1101	D
1110	E
1111	F

The quaternary and fifth characters are defined in the same way as the third, but using $.25 B7-B4 and B3-B0. The resulting five-character code should look something like "U0158" and tin exist looked up in a table of OBD-2 DTCs to go an actual DTC text. Hexadecimal characters (0-9, A-F), while relatively rare, are allowed in the terminal 3 positions of the code itself.

Service 09 PID 08 - In-use functioning tracking for spark ignition engines [edit]

It provides information virtually runway in-utilise operation for catalyst banks, oxygen sensor banks, evaporative leak detection systems, EGR systems and secondary air organization.

The numerator for each component or system tracks the number of times that all weather condition necessary for a specific monitor to detect a malfunction take been encountered. The denominator for each component or system tracks the number of times that the vehicle has been operated in the specified conditions.

The count of data items should be reported at the get-go (the kickoff byte).

All data items of the In-utilize Performance Tracking record consist of two bytes and are reported in this lodge (each message contains two items, hence the message length is 4).

Mnemonic	Description
OBDCOND	OBD Monitoring Conditions Encountered Counts
IGNCNTR	Ignition Counter
CATCOMP1	Catalyst Monitor Completion Counts Depository financial institution 1
CATCOND1	Catalyst Monitor Conditions Encountered Counts Depository financial institution i
CATCOMP2	Catalyst Monitor Completion Counts Depository financial institution 2
CATCOND2	Catalyst Monitor Conditions Encountered Counts Depository financial institution 2
O2SCOMP1	O2 Sensor Monitor Completion Counts Bank 1
O2SCOND1	O2 Sensor Monitor Conditions Encountered Counts Bank i
O2SCOMP2	O2 Sensor Monitor Completion Counts Bank ii
O2SCOND2	O2 Sensor Monitor Conditions Encountered Counts Bank 2
EGRCOMP	EGR Monitor Completion Condition Counts
EGRCOND	EGR Monitor Conditions Encountered Counts
AIRCOMP	AIR Monitor Completion Condition Counts (Secondary Air)
AIRCOND	AIR Monitor Weather condition Encountered Counts (Secondary Air)
EVAPCOMP	EVAP Monitor Completion Condition Counts
EVAPCOND	EVAP Monitor Weather condition Encountered Counts
SO2SCOMP1	Secondary O2 Sensor Monitor Completion Counts Bank one
SO2SCOND1	Secondary O2 Sensor Monitor Weather Encountered Counts Bank 1
SO2SCOMP2	Secondary O2 Sensor Monitor Completion Counts Bank 2
SO2SCOND2	Secondary O2 Sensor Monitor Conditions Encountered Counts Depository financial institution 2

Service 09 PID 0B - In-use functioning tracking for compression ignition engines [edit]

Information technology provides information about runway in-use operation for NMHC goad, NOx goad monitor, NOx adsorber monitor, PM filter monitor, frazzle gas sensor monitor, EGR/ VVT monitor, boost pressure monitor and fuel system monitor.

All information items consist of ii bytes and are reported in this order (each message contains ii items, hence message length is four):

Mnemonic	Description
OBDCOND	OBD Monitoring Conditions Encountered Counts
IGNCNTR	Ignition Counter
HCCATCOMP	NMHC Catalyst Monitor Completion Condition Counts
HCCATCOND	NMHC Catalyst Monitor Atmospheric condition Encountered Counts
NCATCOMP	NOx/SCR Catalyst Monitor Completion Condition Counts
NCATCOND	NOx/SCR Catalyst Monitor Weather Encountered Counts
NADSCOMP	NOx Adsorber Monitor Completion Status Counts
NADSCOND	NOx Adsorber Monitor Conditions Encountered Counts
PMCOMP	PM Filter Monitor Completion Condition Counts
PMCOND	PM Filter Monitor Weather Encountered Counts
EGSCOMP	Exhaust Gas Sensor Monitor Completion Condition Counts
EGSCOND	Frazzle Gas Sensor Monitor Conditions Encountered Counts
EGRCOMP	EGR and/or VVT Monitor Completion Condition Counts
EGRCOND	EGR and/or VVT Monitor Conditions Encountered Counts
BPCOMP	Heave Pressure level Monitor Completion Status Counts
BPCOND	Boost Pressure Monitor Conditions Encountered Counts
FUELCOMP	Fuel Monitor Completion Condition Counts
FUELCOND	Fuel Monitor Atmospheric condition Encountered Counts

Enumerated PIDs [edit]

Some PIDs are to exist interpreted specially, and aren't necessarily exactly bitwise encoded, or in any scale. The values for these PIDs are enumerated.

Service 01 PID 03 - Fuel system condition [edit]

A asking for this PID returns 2 bytes of data. The first byte describes fuel system #1.

Value	Description
0	The motor is off
1	Open up loop due to insufficient engine temperature
2	Closed loop, using oxygen sensor feedback to make up one's mind fuel mix
4	Open loop due to engine load OR fuel cut due to deceleration
8	Open up loop due to organization failure
16	Closed loop, using at least one oxygen sensor only there is a fault in the feedback system

Any other value is an invalid response.

The 2d byte describes fuel system #2 (if it exists) and is encoded identically to the first byte.

Service 01 PID 12 - Commanded secondary air status [edit]

A request for this PID returns a single byte of data which describes the secondary air status.

Value	Description
ane	Upstream
two	Downstream of catalytic converter
iv	From the outside temper or off
8	Pump allowable on for diagnostics

Any other value is an invalid response.

Service 01 PID 1C - OBD standards this vehicle conforms to [edit]

A request for this PID returns a unmarried byte of information which describes which OBD standards this ECU was designed to comply with. The different values the data byte tin hold are shown below, next to what they hateful:

Value	Clarification
1	OBD-II as defined by the CARB
two	OBD equally defined past the EPA
3	OBD and OBD-II
four	OBD-I
5	Not OBD compliant
half dozen	EOBD (Europe)
7	EOBD and OBD-II
eight	EOBD and OBD
nine	EOBD, OBD and OBD II
x	JOBD (Japan)
11	JOBD and OBD 2
12	JOBD and EOBD
xiii	JOBD, EOBD, and OBD Ii
14	Reserved
fifteen	Reserved
xvi	Reserved
17	Engine Manufacturer Diagnostics (EMD)
18	Engine Manufacturer Diagnostics Enhanced (EMD+)
xix	Heavy Duty On-Board Diagnostics (Child/Partial) (Hard disk drive OBD-C)
20	Heavy Duty On-Board Diagnostics (Hd OBD)
21	World Wide Harmonized OBD (WWH OBD)
22	Reserved
23	Heavy Duty Euro OBD Stage I without NOx control (HD EOBD-I)
24	Heavy Duty Euro OBD Stage I with NOx control (Hard disk EOBD-I Due north)
25	Heavy Duty Euro OBD Phase 2 without NOx control (Hard disk EOBD-II)
26	Heavy Duty Euro OBD Phase II with NOx command (Hard disk EOBD-Two Northward)
27	Reserved
28	Brazil OBD Stage 1 (OBDBr-1)
29	Brazil OBD Phase 2 (OBDBr-2)
30	Korean OBD (KOBD)
31	India OBD I (IOBD I)
32	Bharat OBD Two (IOBD Ii)
33	Heavy Duty Euro OBD Stage VI (Hard disk drive EOBD-IV)
34-250	Reserved
251-255	Non available for assignment (SAE J1939 special meaning)

Service 01 PID 51 - Fuel Type Coding [edit]

Service 01 PID 51 returns a value from an enumerated list giving the fuel type of the vehicle. The fuel type is returned as a unmarried byte, and the value is given past the following table:

Value	Description
0	Not available
1	Gasoline
2	Methanol
iii	Ethanol
4	Diesel fuel
five	LPG
6	CNG
vii	Propane
8	Electric
9	Bifuel running Gasoline
10	Bifuel running Methanol
11	Bifuel running Ethanol
12	Bifuel running LPG
13	Bifuel running CNG
14	Bifuel running Propane
15	Bifuel running Electricity
16	Bifuel running electric and combustion engine
17	Hybrid gasoline
18	Hybrid Ethanol
19	Hybrid Diesel fuel
20	Hybrid Electric
21	Hybrid running electrical and combustion engine
22	Hybrid Regenerative
23	Bifuel running diesel fuel

Any other value is reserved by ISO/SAE. There are currently no definitions for flexible-fuel vehicle.

Not-standard PIDs [edit]

The majority of all OBD-2 PIDs in use are non-standard. For most modern vehicles, there are many more functions supported on the OBD-Two interface than are covered by the standard PIDs, and there is relatively small overlap between vehicle manufacturers for these non-standard PIDs.

There is very express data bachelor in the public domain for non-standard PIDs. The master source of data on non-standard PIDs across dissimilar manufacturers is maintained by the Usa-based Equipment and Tool Institute and only bachelor to members. The cost of ETI membership for admission to scan codes varies based on visitor size defined by annual sales of automotive tools and equipment in N America:

Almanac Sales in North America	Annual Dues
Under $x,000,000	$v,000
$10,000,000 - $50,000,000	$7,500
Greater than $50,000,000	$10,000

However, even ETI membership will not provide total documentation for not-standard PIDs. ETI state:^{[seven] [8]}

Some OEMs refuse to use ETI as a one-stop source of scan tool information. They prefer to do business organization with each tool company separately. These companies also require that yous enter into a contract with them. The charges vary but here is a snapshot as of Apr 13th, 2015 of the per year charges:

GM	$50,000
Honda	$v,000
Suzuki	$ane,000
BMW	$25,500 plus $two,000 per update. Updates occur annually.

CAN (eleven-bit) motorbus format [edit]

The PID query and response occurs on the vehicle'due south Tin can bus. Standard OBD requests and responses use functional addresses. The diagnostic reader initiates a query using Tin can ID 7DFh^{[ clarification needed ]}, which acts equally a broadcast address, and accepts responses from whatsoever ID in the range 7E8h to 7EFh. ECUs that tin respond to OBD queries heed both to the functional broadcast ID of 7DFh and one assigned ID in the range 7E0h to 7E7h. Their response has an ID of their assigned ID plus eight e.chiliad. 7E8h through 7EFh.

This approach allows up to eight ECUs, each independently responding to OBD queries. The diagnostic reader tin use the ID in the ECU response frame to go along communication with a specific ECU. In item, multi-frame advice requires a response to the specific ECU ID rather than to ID 7DFh.

Tin can motorcoach may also be used for communication beyond the standard OBD messages. Physical addressing uses particular CAN IDs for specific modules (e.g., 720h for the instrument cluster in Fords) with proprietary frame payloads.

Query [edit]

The functional PID query is sent to the vehicle on the Tin bus at ID 7DFh, using 8 data bytes. The bytes are:

	Byte
PID Type	0	1	two	iii	iv	5	6	seven
SAE Standard	Number of additional data bytes: 2	Service 01 = prove current information; 02 = freeze frame; etc.	PID code (e.g.: 05 = Engine coolant temperature)	not used (ISO 15765-ii suggests CCh)
Vehicle specific	Number of additional information bytes: three	Custom service: (e.g.: 22 = enhanced data)	PID code (e.g.: 4980h)		not used (ISO 15765-2 suggests CCh)

Response [edit]

The vehicle responds to the PID query on the CAN bus with message IDs that depend on which module responded. Typically the engine or main ECU responds at ID 7E8h. Other modules, like the hybrid controller or battery controller in a Prius, answer at 07E9h, 07EAh, 07EBh, etc. These are 8h higher than the physical address the module responds to. Even though the number of bytes in the returned value is variable, the message uses eight information bytes regardless (CAN bus protocol form Frameformat with eight data bytes). The bytes are:

	Byte
CAN Address	0	1	2	iii	4	5	6	7
SAE Standard 7E8h, 7E9h, 7EAh, etc.	Number of additional information bytes: iii to half dozen	Custom service Same as query, except that 40h is added to the service value. So: 41h = testify current data; 42h = freeze frame; etc.	PID lawmaking (due east.grand.: 05 = Engine coolant temperature)	value of the specified parameter, byte 0	value, byte ane (optional)	value, byte 2 (optional)	value, byte 3 (optional)	not used (may exist 00h or 55h)
Vehicle specific 7E8h, or 8h + physical ID of module.	Number of additional data bytes: 4to 7	Custom service: same as query, except that 40h is added to the service value.(e.g.: 62h = response to service 22h request)	PID lawmaking (e.g.: 4980h)		value of the specified parameter, byte 0	value, byte 1 (optional)	value, byte 2 (optional)	value, byte 3 (optional)
Vehicle specific 7E8h, or 8h + physical ID of module.	Number of boosted data bytes: 3	7Fh this a full general response commonly indicating the module doesn't recognize the asking.	Custom service: (e.g.: 22h = enhanced diagnostic information by PID, 21h = enhanced data by offset)	31h	non used (may be 00h)

Meet too [edit]

• Engine control unit
• ELM327, a very common microcontroller (silicon scrap) and multi-protocol interpreter used in OBD-Two vehicle communication interfaces

References [edit]

1. ^ ^{a b} "Basic Information | On-Board Diagnostics (OBD)". The states EPA. sixteen March 2015. Retrieved 24 June 2015.
2. ^ "Escape PHEV TechInfo - PIDs". Electric Auto Association - Plug in Hybrid Electrical Vehicle . Retrieved 11 Dec 2013.
3. ^ ^{a b} "Extended PID'due south - Signed Variables". Torque-BHP . Retrieved 17 March 2016.
4. ^ ^{a b} "Final Regulation Society" (PDF). United states: California Air Resources Board. 2015. Retrieved 4 September 2021.
5. ^ "OBD2 Codes and Meanings". Lithuania: Baltic Automotive Diagnostic Systems. Retrieved 11 June 2020.
6. ^ "OBD2 Freeze Frame Data: What is It? How To Read It?". OBD Counselor. 2018-02-28. Retrieved 2020-03-fourteen .
7. ^ "ETI Total Membership FAQ". The Equipment and Tool Institute. Retrieved 29 November 2013. showing cost of access to OBD-II PID documentation
8. ^ "Special OEM License Requirements". The Equipment and Tool Institute. Retrieved 13 April 2015.

Further reading [edit]

• "E/E Diagnostic Test Modes". Vehicle E E System Diagnostic Standards Committee. SAE J1979. SAE International. 2017-02-16. doi:10.4271/J1979_201702.
• "Digital Annex of East/E Diagnostic Exam Modes". Vehicle Eastward E Arrangement Diagnostic Standards Committee. SAE J1979-DA. SAE International. 2017-02-sixteen. doi:10.4271/J1979DA_201702.
• Wagner, Bernhard. "The Lifecycle of a Diagnostic Trouble Lawmaking (DTC)". KPIT. Frg. Retrieved 2020-08-29 .

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Source: https://en.wikipedia.org/wiki/OBD-II_PIDs

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