OBD-II PIDs

OBD-II 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 North America are required to support a subset of these codes, primarily for state mandated emissions inspections. Manufacturers also define additional PIDs specific to their vehicles. Though not mandated, many motorcycles also support OBD-II PIDs.

In 1996, light duty vehicles (less than 8,500 lb [3,900 kg]) were the first to be mandated followed by medium duty vehicles (between 8,500–14,000 lb [3,900–6,400 kg]) in 2005.[1] They are both required to be accessed through a standardized data link connector defined 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 title 13 CCR 1971.1. Some heavy duty trucks in North America use 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 by passenger cars).

Modes

There are 10 diagnostic services described in the latest OBD-II standard SAE J1979. Before 2002, J1979 referred to these services as "modes". They are as follows:

Mode (hex)Description
01Show current data
02Show freeze frame data
03Show stored Diagnostic Trouble Codes
04Clear Diagnostic Trouble Codes and stored values
05Test results, oxygen sensor monitoring (non CAN only)
06Test results, other component/system monitoring (Test results, oxygen sensor monitoring for CAN only)
07Show pending Diagnostic Trouble Codes (detected during current or last driving cycle)
08Control operation of on-board component/system
09Request vehicle information
0APermanent Diagnostic Trouble Codes (DTCs) (Cleared DTCs)

Vehicle manufacturers are not required to support all services. Each manufacturer may define additional services above #9 (e.g.: service 22 as defined by 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

The table below shows the standard OBD-II PIDs as defined by SAE J1979. The expected response for each PID is given, along with information on how to translate the response into meaningful data. Again, not all vehicles will support all PIDs and there can be manufacturer-defined custom PIDs that are not 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 point when the last diagnostic trouble code was set. The exceptions are PID 01, which is only available in service 01, and PID 02, which is only available in service 02. If service 02 PID 02 returns zero, then there is no snapshot and all other service 02 data is meaningless.

When using Bit-Encoded-Notation, quantities like C4 means bit 4 from data byte C. Each bit is numerated from 0 to 7, so 7 is the most significant bit and 0 is the least significant bit (See below).

A B C D
A7A6A5A4A3A2A1A0 B7B6B5B4B3B2B1B0 C7C6C5C4C3C2C1C0 D7D6D5D4D3D2D1D0

Service 01

PIDs
(hex)
PID
(Dec)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
00 0 4 PIDs supported [01 - 20] Bit encoded [A7..D0] == [PID $01..PID $20] See below
01 1 4 Monitor status since DTCs cleared. (Includes malfunction indicator lamp (MIL) status and number of DTCs.) Bit encoded. See below
02 2 2 Freeze DTC
03 3 2 Fuel system status Bit encoded. See below
04 4 1 Calculated engine load 0 100 % (or )
05 5 1 Engine coolant temperature -40 215 °C
06 6 1 Short term fuel trimBank 1 -100 (Reduce Fuel: Too Rich) 99.2 (Add Fuel: Too Lean) %
(or )
07 7 1 Long term fuel trimBank 1
08 8 1 Short term fuel trimBank 2
09 9 1 Long term fuel trimBank 2
0A 10 1 Fuel pressure (gauge pressure) 0 765 kPa
0B 11 1 Intake manifold absolute pressure 0 255 kPa
0C 12 2 Engine speed 0 16,383.75 rpm
0D 13 1 Vehicle speed 0 255 km/h
0E 14 1 Timing advance -64 63.5 ° before TDC
0F 15 1 Intake air temperature -40 215 °C
10 16 2 Mass air flow sensor (MAF) air flow rate 0 655.35 grams/sec
11 17 1 Throttle position 0 100 %
12 18 1 Commanded secondary air status Bit encoded. See below
13 19 1 Oxygen sensors present (in 2 banks) [A0..A3] == Bank 1, Sensors 1-4. [A4..A7] == Bank 2...
14 20 2 Oxygen Sensor 1
A: Voltage
B: Short term fuel trim
0
-100
1.275
99.2
volts

%

(if B==$FF, sensor is not used in trim calculation)
15 21 2 Oxygen Sensor 2
A: Voltage
B: Short term fuel trim
16 22 2 Oxygen Sensor 3
A: Voltage
B: Short 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: Short term fuel trim
19 25 2 Oxygen Sensor 6
A: Voltage
B: Short term fuel trim
1A 26 2 Oxygen Sensor 7
A: Voltage
B: Short term fuel trim
1B 27 2 Oxygen Sensor 8
A: Voltage
B: Short term fuel trim
1C 28 1 OBD standards this vehicle conforms to 1 250 - enumerated. See below
1D 29 1 Oxygen sensors present (in 4 banks) Similar to PID 13, but [A0..A7] == [B1S1, B1S2, B2S1, B2S2, B3S1, B3S2, B4S1, B4S2]
1E 30 1 Auxiliary input status A0 == Power Take Off (PTO) status (1 == active)
[A1..A7] not used
1F 31 2 Run time since engine start 0 65,535 seconds
20 32 4 PIDs supported [21 - 40] Bit encoded [A7..D0] == [PID $21..PID $40] See below
21 33 2 Distance traveled with malfunction indicator lamp (MIL) on 0 65,535 km
22 34 2 Fuel Rail Pressure (relative to manifold vacuum) 0 5177.265 kPa
23 35 2 Fuel Rail Gauge Pressure (diesel, or gasoline direct injection) 0 655,350 kPa
24 36 4 Oxygen Sensor 1
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
0
0
< 2
< 8
ratio
V
25 37 4 Oxygen Sensor 2
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
26 38 4 Oxygen Sensor 3
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
27 39 4 Oxygen Sensor 4
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
28 40 4 Oxygen Sensor 5
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
29 41 4 Oxygen Sensor 6
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Voltage
2A 42 4 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 %
2D 45 1 EGR Error -100 99.2 %
2E 46 1 Commanded evaporative purge 0 100 %
2F 47 1 Fuel Tank Level Input 0 100 %
30 48 1 Warm-ups since codes cleared 0 255 count
31 49 2 Distance traveled since codes cleared 0 65,535 km
32 50 2 Evap. System Vapor Pressure -8,192 8191.75 Pa

(AB is two's complement signed)[3]

33 51 1 Absolute Barometric Pressure 0 255 kPa
34 52 4 Oxygen Sensor 1
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Current
0
-128
< 2
<128
ratio
mA
or
35 53 4 Oxygen Sensor 2
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Current
36 54 4 Oxygen Sensor 3
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: 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 6
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Current
3A 58 4 Oxygen Sensor 7
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Current
3B 59 4 Oxygen Sensor 8
AB: Air-Fuel Equivalence Ratio (lambda,λ)
CD: Current
3C 60 2 Catalyst Temperature: Bank 1, Sensor 1 -40 6,513.5 °C
3D 61 2 Catalyst Temperature: Bank 2, Sensor 1
3E 62 2 Catalyst Temperature: Bank 1, Sensor 2
3F 63 2 Catalyst Temperature: Bank 2, Sensor 2
40 64 4 PIDs supported [41 - 60] Bit encoded [A7..D0] == [PID $41..PID $60] See below
41 65 4 Monitor status this drive cycle Bit encoded. See below
42 66 2 Control module voltage 0 65.535 V
43 67 2 Absolute load value 0 25,700 %
44 68 2 Commanded Air-Fuel Equivalence Ratio (lambda,λ) 0 < 2 ratio
45 69 1 Relative throttle position 0 100 %
46 70 1 Ambient air temperature -40 215 °C
47 71 1 Absolute throttle position B 0 100 %
48 72 1 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 2 Time run with MIL on 0 65,535 minutes
4E 78 2 Time since trouble codes cleared
4F 79 4 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, V, mA, kPa A, B, C, D*10
50 80 4 Maximum value for air flow rate from mass air flow sensor 0 2550 g/s A*10, B, C, and D are reserved for future use
51 81 1 Fuel Type From fuel type table see below
52 82 1 Ethanol fuel % 0 100 %
53 83 2 Absolute Evap system Vapor Pressure 0 327.675 kPa
54 84 2 Evap system vapor pressure -32,767 32,768 Pa ((A*256)+B)-32767
55 85 2 Short term secondary oxygen sensor trim, A: bank 1, B: bank 3 -100 99.2 %

56 86 2 Long term secondary oxygen sensor trim, A: bank 1, B: bank 3
57 87 2 Short term secondary oxygen sensor trim, A: bank 2, B: bank 4
58 88 2 Long term secondary oxygen sensor trim, A: bank 2, B: bank 4
59 89 2 Fuel rail absolute pressure 0 655,350 kPa
5A 90 1 Relative accelerator pedal position 0 100 %
5B 91 1 Hybrid battery pack remaining life 0 100 %
5C 92 1 Engine oil temperature -40 210 °C
5D 93 2 Fuel injection timing -210.00 301.992 °
5E 94 2 Engine fuel rate 0 3212.75 L/h
5F 95 1 Emission requirements to which vehicle is designed Bit Encoded
60 96 4 PIDs supported [61 - 80] Bit encoded [A7..D0] == [PID $61..PID $80] See below
61 97 1 Driver's demand engine - percent torque -125 130 % A-125
62 98 1 Actual engine - percent torque -125 130 % A-125
63 99 2 Engine reference torque 0 65,535 Nm
64 100 5 Engine percent torque data -125 130 % A-125 Idle
B-125 Engine point 1
C-125 Engine point 2
D-125 Engine point 3
E-125 Engine point 4
65 101 2 Auxiliary input / output supported Bit Encoded
66 102 5 Mass air flow sensor
67 103 3 Engine coolant temperature °C
68 104 7 Intake air temperature sensor
69 105 7 Commanded EGR and EGR Error
6A 106 5 Commanded Diesel intake air flow control and relative intake air flow position
6B 107 5 Exhaust gas recirculation temperature
6C 108 5 Commanded throttle actuator control and relative throttle position
6D 109 6 Fuel pressure control system
6E 110 5 Injection pressure control system
6F 111 3 Turbocharger compressor inlet pressure
70 112 9 Boost pressure control
71 113 5 Variable Geometry turbo (VGT) control
72 114 5 Wastegate control
73 115 5 Exhaust pressure
74 116 5 Turbocharger RPM
75 117 7 Turbocharger temperature
76 118 7 Turbocharger temperature
77 119 5 Charge air cooler temperature (CACT)
78 120 9 Exhaust Gas temperature (EGT) Bank 1 Special PID. See below
79 121 9 Exhaust Gas temperature (EGT) Bank 2 Special PID. See below
7A 122 7 Diesel particulate filter (DPF)
7B 123 7 Diesel particulate filter (DPF)
7C 124 9 Diesel Particulate filter (DPF) temperature °C
7D 125 1 NOx NTE (Not-To-Exceed) control area status
7E 126 1 PM NTE (Not-To-Exceed) control area status
7F 127 13 Engine run time seconds
80 128 4 PIDs supported [81 - A0] Bit encoded [A7..D0] == [PID $81..PID $A0] See below
81 129 21 Engine run time for Auxiliary Emissions Control Device(AECD)
82 130 21 Engine run time for Auxiliary Emissions Control Device(AECD)
83 131 5 NOx sensor
84 132 1 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 16 O2 Sensor (Wide Range)
8D 141 1 Throttle Position G 0 100 %
8E 142 1 Engine Friction - Percent Torque -125 130 %
8F 143 5 PM Sensor Bank 1 & 2
90 144 3 WWH-OBD Vehicle OBD System Information hours
91 145 5 WWH-OBD Vehicle OBD System Information hours
92 146 2 Fuel System Control
93 147 3 WWH-OBD Vehicle OBD Counters support hours
94 148 12 NOx Warning And Inducement System
98 152 9 Exhaust Gas Temperature Sensor
99 153 9 Exhaust Gas Temperature Sensor
9A 154 6 Hybrid/EV Vehicle System Data, Battery, Voltage
9B 155 4 Diesel Exhaust Fluid Sensor Data
9C 156 17 O2 Sensor Data
9D 157 4 Engine Fuel Rate g/s
9E 158 2 Engine Exhaust Flow Rate kg/h
9F 159 9 Fuel System Percentage Use
A0 160 4 PIDs supported [A1 - C0] Bit encoded [A7..D0] == [PID $A1..PID $C0] See below
A1 161 9 NOx Sensor Corrected Data ppm
A2 162 2 Cylinder Fuel Rate mg/stroke
A3 163 9 Evap System Vapor Pressure Pa
A4 164 4 Transmission Actual Gear
A5 165 4 Diesel Exhaust Fluid Dosing
A6 166 4 Odometer 0 429,496,729.5 hm (km/10)
C0 192 4 PIDs supported [C1 - E0] 0x0 0xffffffff Bit encoded [A7..D0] == [PID $C1..PID $E0] See below
C3 195 ? ? ? ? ? Returns numerous data, including Drive Condition ID and Engine Speed*
C4 196 ? ? ? ? ? B5 is Engine Idle Request
B6 is Engine Stop Request*
PID
(hex)
PID
(Dec)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]

Service 02

Service 02 accepts the same PIDs as service 01, with the same meaning,[4] but information given is from when the freeze frame[5] was created.

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

PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
02 2 DTC that caused freeze frame to be stored. BCD encoded. Decoded as in service 3

Service 03

PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
N/A n*6 Request trouble codes 3 codes per message frame. See below

Service 04

PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
N/A 0 Clear trouble codes / Malfunction indicator lamp (MIL) / Check engine light Clears all stored trouble codes and turns the MIL off.

Service 05

PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
0100 4 OBD Monitor IDs supported ($01 – $20) 0x0 0xffffffff
0101 2 O2 Sensor Monitor Bank 1 Sensor 1 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0102 O2 Sensor Monitor Bank 1 Sensor 2 0.00 1.275 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 Bank 1 Sensor 4 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0105 O2 Sensor Monitor Bank 2 Sensor 1 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0106 O2 Sensor Monitor Bank 2 Sensor 2 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0107 O2 Sensor Monitor Bank 2 Sensor 3 0.00 1.275 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 2 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
010B O2 Sensor Monitor Bank 3 Sensor 3 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
010C O2 Sensor Monitor Bank 3 Sensor 4 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
010D O2 Sensor Monitor Bank 4 Sensor 1 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
010E O2 Sensor Monitor Bank 4 Sensor 2 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
010F O2 Sensor Monitor Bank 4 Sensor 3 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0110 O2 Sensor Monitor Bank 4 Sensor 4 0.00 1.275 volts 0.005 Rich to lean sensor threshold voltage
0201 O2 Sensor Monitor Bank 1 Sensor 1 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0202 O2 Sensor Monitor Bank 1 Sensor 2 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0203 O2 Sensor Monitor Bank 1 Sensor 3 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0204 O2 Sensor Monitor Bank 1 Sensor 4 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0205 O2 Sensor Monitor Bank 2 Sensor 1 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0206 O2 Sensor Monitor Bank 2 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 Bank 2 Sensor 4 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0209 O2 Sensor Monitor Bank 3 Sensor 1 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
020A O2 Sensor Monitor Bank 3 Sensor 2 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
020B O2 Sensor Monitor Bank 3 Sensor 3 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
020C O2 Sensor Monitor Bank 3 Sensor 4 0.00 1.275 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 4 Sensor 2 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
020F O2 Sensor Monitor Bank 4 Sensor 3 0.00 1.275 volts 0.005 Lean to Rich sensor threshold voltage
0210 O2 Sensor Monitor Bank 4 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[lower-alpha 1]

Service 09

PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
00 4 Service 9 supported PIDs (01 to 20) Bit encoded. [A7..D0] = [PID $01..PID $20] See below
01 1 VIN Message Count in PID 02. Only for ISO 9141-2, ISO 14230-4 and SAE J1850. Usually the value will be 5.
02 17 Vehicle Identification Number (VIN) 17-char VIN, ASCII-encoded and left-padded with null 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 4 (4 messages are needed for each ID).
04 16,32,48,64.. Calibration ID Up to 16 ASCII chars. Data bytes not used will be reported as null bytes (0x00). Several CALID can be outputed (16 bytes each)
05 1 Calibration verification numbers (CVN) message count for PID 06. Only for ISO 9141-2, ISO 14230-4 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 1 In-use performance tracking message count for PID 08 and 0B. Only for ISO 9141-2, ISO 14230-4 and SAE J1850. 8 10 8 if sixteen (16) values are required to be reported, 9 if eighteen (18) values are required to be reported, and 10 if twenty (20) values are required to be reported (one message reports two values, each one consisting in two bytes).
08 4 In-use performance tracking for spark ignition vehicles 4 or 5 messages, each one containing 4 bytes (two values). See below
09 1 ECU name message count for PID 0A
0A 20 ECU name ASCII-coded. Right-padded with null chars (0x00).
0B 4 In-use performance tracking for compression ignition vehicles 5 messages, each one containing 4 bytes (two values). See below
PID
(hex)
Data bytes returned Description Min value Max value Units Formula[lower-alpha 1]
  1. In the formula column, letters A, B, C, etc. represent the decimal equivalent of the first, second, third, etc. bytes of data. Where a (?) appears, contradictory or incomplete information was available.

Bitwise encoded PIDs

Some of the PIDs in the above table cannot be explained with a simple formula. A more elaborate explanation of these data is provided here:

Service 01 PID 00

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

For example, if the car response is BE1FA813, it can be decoded like this:

Hexadecimal BE 1F A8 13
Binary 10111110 00011111 10101000 00010011
Supported? YesNoYesYesYesYesYesNo NoNoNoYesYesYesYesYes YesNoYesNoYesNoNoNo NoNoNoYesNoNoYesYes
PID number 0102030405060708 090A0B0C0D0E0F10 1112131415161718 191A1B1C1D1E1F20

So, supported PIDs are: 01, 03, 04, 05, 06, 07, 0C, 0D, 0E, 0F, 10, 11, 13, 15, 1C, 1F and 20

Service 01 PID 01

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

The first byte(A) contains two 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 second, third, and fourth bytes(B, C and D) give information about the availability and completeness of certain on-board tests. Note that test availability is indicated by set (1) bit and completeness is indicated by reset (0) bit.

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 display.
B7 RESERVED Reserved (should be 0)
B3 NO NAME 0 = Spark ignition monitors supported (e.g. Otto or Wankel engines)
1 = Compression ignition monitors supported (e.g. Diesel engines)

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

Test availableTest incomplete
Components B2B6
Fuel System B1B5
Misfire B0B4

The third and fourth bytes are to be interpreted differently depending on if the engine is spark ignition (e.g. Otto or Wankel engines) or compression ignition (e.g. Diesel engines). In the second (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 (e.g. Otto or Wankel engines):

Test availableTest incomplete
EGR System C7D7
Oxygen Sensor Heater C6D6
Oxygen Sensor C5D5
A/C Refrigerant C4D4
Secondary Air System C3D3
Evaporative System C2D2
Heated Catalyst C1D1
Catalyst C0D0

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

Test availableTest incomplete
EGR and/or VVT System C7D7
PM filter monitoring C6D6
Exhaust Gas Sensor C5D5
- Reserved - C4D4
Boost Pressure C3 D3
- Reserved - C2D2
NOx/SCR Monitor C1D1
NMHC Catalyst[lower-alpha 1] C0D0
  1. NMHC may stand for Non-Methane HydroCarbons, but J1979 does not enlighten us. The translation would be the ammonia sensor in the SCR catalyst.

Service 01 PID 41

A request for this PID returns 4 bytes of data. The first byte is always zero. The second, third, and fourth bytes give information 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 type (B3) – with 0 being spark and 1 (set) being compression. Note again that test availability is represented by a set (1) bit and completeness is represented by a reset (0) bit.

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

Test availableTest incomplete
Components B2B6
Fuel System B1B5
Misfire B0B4

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

Test availableTest incomplete
EGR System C7D7
Oxygen Sensor Heater C6D6
Oxygen Sensor C5D5
A/C Refrigerant C4D4
Secondary Air System C3D3
Evaporative System C2D2
Heated Catalyst C1D1
Catalyst C0D0

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

Test availableTest incomplete
EGR and/or VVT System C7D7
PM filter monitoring C6D6
Exhaust Gas Sensor C5D5
- Reserved - C4D4
Boost Pressure C3 D3
- Reserved - C2D2
NOx/SCR Monitor C1D1
NMHC Catalyst[lower-alpha 1] C0D0
  1. NMHC may stand for Non-Methane HydroCarbons, but J1979 does not enlighten us. The translation would be the ammonia sensor in the SCR catalyst.

Service 01 PID 78

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

ByteDescription
ASupported EGT sensors
B-CTemperature read by EGT11
D-ETemperature read by EGT12
F-GTemperature read by EGT13
H-ITemperature read by EGT14

The first byte is bit-encoded as follows:

BitDescription
A7-A4Reserved
A3EGT bank 1, sensor 4 Supported?
A2EGT bank 1, sensor 3 Supported?
A1EGT bank 1, sensor 2 Supported?
A0EGT bank 1, sensor 1 Supported?

The remaining bytes are 16 bit integers indicating the temperature in degrees Celsius in the range -40 to 6513.5 (scale 0.1), using the usual formula (MSB is A, LSB is B). Only values for which the corresponding sensor is supported are meaningful.

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

Service 03 (no PID required)

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 there 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 exact count of frames dependent on the communication type and addressing details.

Each trouble code requires 2 bytes to describe. The text description of a trouble code may be decoded as follows. The first character in the trouble code is determined by the first two bits in the first byte:

A7-A6First DTC character
00P - Powertrain
01C - Chassis
10B - Body
11U - Network

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

A5-A4Second DTC character
000
011
102
113

The third character in the DTC is a number defined by

A3-A0Third DTC character
00000
00011
00102
00113
01004
01015
01106
01117
10008
10019
1010A
1011B
1100C
1101D
1110E
1111F

The fourth and fifth characters are defined in the same way as the third, but using bits B7-B4 and B3-B0. The resulting five-character code should look something like "U0158" and can be looked up in a table of OBD-II DTCs. Hexadecimal characters (0-9, A-F), while relatively rare, are allowed in the last 3 positions of the code itself.

Service 09 PID 08

It provides information about track in-use performance for catalyst banks, oxygen sensor banks, evaporative leak detection systems, EGR systems and secondary air system.

The numerator for each component or system tracks the number of times that all conditions necessary for a specific monitor to detect a malfunction have 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 beginning (the first byte).

All data items of the In-use Performance Tracking record consist of two (2) bytes and are reported in this order (each message contains two items, hence the message length is 4).

MnemonicDescription
OBDCONDOBD Monitoring Conditions Encountered Counts
IGNCNTRIgnition Counter
CATCOMP1Catalyst Monitor Completion Counts Bank 1
CATCOND1Catalyst Monitor Conditions Encountered Counts Bank 1
CATCOMP2Catalyst Monitor Completion Counts Bank 2
CATCOND2Catalyst Monitor Conditions Encountered Counts Bank 2
O2SCOMP1O2 Sensor Monitor Completion Counts Bank 1
O2SCOND1O2 Sensor Monitor Conditions Encountered Counts Bank 1
O2SCOMP2O2 Sensor Monitor Completion Counts Bank 2
O2SCOND2O2 Sensor Monitor Conditions Encountered Counts Bank 2
EGRCOMPEGR Monitor Completion Condition Counts
EGRCONDEGR Monitor Conditions Encountered Counts
AIRCOMPAIR Monitor Completion Condition Counts (Secondary Air)
AIRCONDAIR Monitor Conditions Encountered Counts (Secondary Air)
EVAPCOMPEVAP Monitor Completion Condition Counts
EVAPCONDEVAP Monitor Conditions Encountered Counts
SO2SCOMP1Secondary O2 Sensor Monitor Completion Counts Bank 1
SO2SCOND1Secondary O2 Sensor Monitor Conditions Encountered Counts Bank 1
SO2SCOMP2Secondary O2 Sensor Monitor Completion Counts Bank 2
SO2SCOND2Secondary O2 Sensor Monitor Conditions Encountered Counts Bank 2

Service 09 PID 0B

It provides information about track in-use performance for NMHC catalyst, NOx catalyst monitor, NOx adsorber monitor, PM filter monitor, exhaust gas sensor monitor, EGR/ VVT monitor, boost pressure monitor and fuel system monitor.

All data items consist of two (2) bytes and are reported in this order (each message contains two items, hence message length is 4):

MnemonicDescription
OBDCONDOBD Monitoring Conditions Encountered Counts
IGNCNTRIgnition Counter
HCCATCOMPNMHC Catalyst Monitor Completion Condition Counts
HCCATCONDNMHC Catalyst Monitor Conditions Encountered Counts
NCATCOMPNOx/SCR Catalyst Monitor Completion Condition Counts
NCATCONDNOx/SCR Catalyst Monitor Conditions Encountered Counts
NADSCOMPNOx Adsorber Monitor Completion Condition Counts
NADSCONDNOx Adsorber Monitor Conditions Encountered Counts
PMCOMPPM Filter Monitor Completion Condition Counts
PMCONDPM Filter Monitor Conditions Encountered Counts
EGSCOMPExhaust Gas Sensor Monitor Completion Condition Counts
EGSCONDExhaust Gas Sensor Monitor Conditions Encountered Counts
EGRCOMPEGR and/or VVT Monitor Completion Condition Counts
EGRCONDEGR and/or VVT Monitor Conditions Encountered Counts
BPCOMPBoost Pressure Monitor Completion Condition Counts
BPCONDBoost Pressure Monitor Conditions Encountered Counts
FUELCOMPFuel Monitor Completion Condition Counts
FUELCONDFuel Monitor Conditions Encountered Counts

Enumerated PIDs

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

Service 01 PID 03

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

ValueDescription
0The motor is off
1Open loop due to insufficient engine temperature
2Closed loop, using oxygen sensor feedback to determine fuel mix
4Open loop due to engine load OR fuel cut due to deceleration
8Open loop due to system failure
16Closed loop, using at least one oxygen sensor but there is a fault in the feedback system

Any other value is an invalid response.

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

Service 01 PID 12

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

ValueDescription
1Upstream
2Downstream of catalytic converter
4From the outside atmosphere or off
8Pump commanded on for diagnostics

Any other value is an invalid response.

Service 01 PID 1C

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

ValueDescription
1OBD-II as defined by the CARB
2OBD as defined by the EPA
3OBD and OBD-II
4OBD-I
5Not OBD compliant
6EOBD (Europe)
7EOBD and OBD-II
8EOBD and OBD
9EOBD, OBD and OBD II
10JOBD (Japan)
11JOBD and OBD II
12JOBD and EOBD
13JOBD, EOBD, and OBD II
14Reserved
15Reserved
16Reserved
17Engine Manufacturer Diagnostics (EMD)
18Engine Manufacturer Diagnostics Enhanced (EMD+)
19Heavy Duty On-Board Diagnostics (Child/Partial) (HD OBD-C)
20Heavy Duty On-Board Diagnostics (HD OBD)
21World Wide Harmonized OBD (WWH OBD)
22Reserved
23Heavy Duty Euro OBD Stage I without NOx control (HD EOBD-I)
24Heavy Duty Euro OBD Stage I with NOx control (HD EOBD-I N)
25Heavy Duty Euro OBD Stage II without NOx control (HD EOBD-II)
26Heavy Duty Euro OBD Stage II with NOx control (HD EOBD-II N)
27Reserved
28Brazil OBD Phase 1 (OBDBr-1)
29Brazil OBD Phase 2 (OBDBr-2)
30Korean OBD (KOBD)
31India OBD I (IOBD I)
32India OBD II (IOBD II)
33Heavy Duty Euro OBD Stage VI (HD EOBD-IV)
34-250Reserved
251-255Not available for assignment (SAE J1939 special meaning)

Fuel Type Coding

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 single byte, and the value is given by the following table:

ValueDescription
0Not available
1Gasoline
2Methanol
3Ethanol
4Diesel
5LPG
6CNG
7Propane
8Electric
9Bifuel running Gasoline
10Bifuel running Methanol
11Bifuel running Ethanol
12Bifuel running LPG
13Bifuel running CNG
14Bifuel running Propane
15Bifuel running Electricity
16Bifuel running electric and combustion engine
17Hybrid gasoline
18Hybrid Ethanol
19Hybrid Diesel
20Hybrid Electric
21Hybrid running electric and combustion engine
22Hybrid Regenerative
23Bifuel running diesel


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

Non-standard PIDs

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

There is very limited information available in the public domain for non-standard PIDs. The primary source of information on non-standard PIDs across different manufacturers is maintained by the US-based Equipment and Tool Institute and only available to members. The price of ETI membership for access to scan codes varies based on company size defined by annual sales of automotive tools and equipment in North America:

Annual Sales in North AmericaAnnual Dues
Under $10,000,000$5,000
$10,000,000 - $50,000,000$7,500
Greater than $50,000,000$10,000

However, even ETI membership will not provide full documentation for non-standard PIDs. ETI state:[6][7]

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

GM$50,000
Honda$5,000
Suzuki$1,000
BMW$25,500 plus $2,000 per update. Updates occur annually.

CAN (11-bit) bus format

The PID query and response occurs on the vehicle's CAN bus. Standard OBD requests and responses use functional addresses. The diagnostic reader initiates a query using CAN ID 7DFh, which acts as a broadcast address, and accepts responses from any ID in the range 7E8h to 7EFh. ECUs that can respond to OBD queries listen 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 8 e.g. 7E8h through 7EFh.

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

CAN bus 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

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

Byte
PID Type 0 1 2 3 4 5 6 7
SAE Standard Number of
additional
data bytes:
2
Service
01 = show current data;
02 = freeze frame;
etc.
PID code
(e.g.: 05 = Engine coolant temperature)
not used
(ISO 15765-2 suggests CCh)
Vehicle specific Number of
additional
data bytes:
3
Custom service: (e.g.: 22 = enhanced data) PID code
(e.g.: 4980h)
not used
(ISO 15765-2 suggests CCh)

Response

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, respond 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 8 data bytes regardless (CAN bus protocol form Frameformat with 8 data bytes). The bytes are:

Byte
CAN Address 0 1 2 3 4 5 6 7
SAE Standard
7E8h,
7E9h,
7EAh,
etc.
Number of
additional
data bytes:
3 to 6
Custom service
Same as query, except that 40h is added to the service value. So:
41h = show current data;
42h = freeze frame;
etc.
PID code
(e.g.: 05 = Engine coolant temperature)
value of the specified parameter, byte 0 value, byte 1 (optional) value, byte 2 (optional) value, byte 3 (optional) not used
(may be 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 code
(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
additional
data bytes:
3
7Fh this a general response usually indicating the module doesn't recognize the request. Custom service: (e.g.: 22h = enhanced diagnostic data by PID, 21h = enhanced data by offset) 31h not used
(may be 00h)

See also

References

  1. "Basic Information | On-Board Diagnostics (OBD)". US EPA. 16 March 2015. Retrieved 24 June 2015.
  2. "Escape PHEV TechInfo - PIDs". Electric Auto Association - Plug in Hybrid Electric Vehicle. Retrieved 11 December 2013.
  3. "Extended PID's - Signed Variables". Torque-BHP. Retrieved 17 March 2016.
  4. "OBD2 Codes and Meanings". Lithuania: Baltic Automotive Diagnostic Systems. Retrieved 11 June 2020.
  5. "OBD2 Freeze Frame Data: What is It? How To Read It?". OBD Advisor. 2018-02-28. Retrieved 2020-03-14.
  6. "ETI Full Membership FAQ". The Equipment and Tool Institute. Retrieved 29 November 2013. showing cost of access to OBD-II PID documentation
  7. "Special OEM License Requirements". The Equipment and Tool Institute. Retrieved 13 April 2015.

Further reading

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