Decoding the OBDII Communication Protocol: A Comprehensive Guide for Automotive Experts

Looking for a clear and in-depth understanding of the Obdii Communication Protocol?

This guide provides a comprehensive introduction to the On-Board Diagnostics II (OBDII) protocol, covering everything from the OBDII connector and Parameter IDs (PIDs) to its connection with the CAN bus.

This is more than just an introduction; it’s a practical guide designed to equip you with the knowledge to request and interpret OBDII data effectively. Explore key logging applications and gain valuable practical insights.

Discover why this is rapidly becoming the go-to OBDII resource for automotive professionals.

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

Article Contents

Author: Martin Falch (Updated January 2025)

Download this guide as a PDF

What is OBDII?

OBDII serves as your vehicle’s integrated self-diagnostic system. It is a standardized obdii communication protocol that enables the extraction of Diagnostic Trouble Codes (DTCs) and real-time data through the OBDII connector.

You’ve likely already encountered OBDII in action:

Have you ever noticed the malfunction indicator light illuminate on your dashboard?

This is your vehicle signaling a problem. When you visit a mechanic, they will utilize an OBDII scanner to pinpoint the issue.

This process involves connecting an OBDII reader to the OBDII 16-pin connector, typically located near the steering wheel. The scanner transmits ‘OBDII requests’ to the car, and the car responds with ‘OBDII responses’, which may include data such as speed, fuel level, or DTCs. This streamlined communication makes troubleshooting significantly faster and more efficient.

OBDII Compatibility: Is Your Car Supported?

In short: Very likely!

The vast majority of modern non-electric vehicles are OBDII compliant, with most utilizing the CAN bus for communication. For older vehicles, it’s important to note that the presence of a 16-pin OBDII connector does not guarantee OBDII support. It may not be OBDII compliant. A reliable way to ascertain compliance is to consider the vehicle’s purchase location and year:

A Look at OBDII History

The genesis of OBDII can be traced back to California, where the California Air Resources Board (CARB) mandated OBD in all new vehicles from 1991 onwards for the purpose of emission control.

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

The implementation of the obdii communication protocol standard was a phased process:

1996: OBDII became mandatory in the USA for cars and light trucks.
2001: Required in the EU for gasoline cars.
2003: Extended to diesel cars in the EU (EOBD – European On-Board Diagnostics).
2005: OBDII was required in the US for medium-duty vehicles.
2008: US vehicles were mandated to use ISO 15765-4 (CAN) as the foundation for OBDII communication protocol.
2010: OBDII compliance was finally extended to heavy-duty vehicles in the US.

The Future of OBDII

OBDII is set to remain a crucial part of vehicle diagnostics, but its future form is evolving.

Key trends shaping OBDII’s future include:

Initially, legislated OBDII was primarily designed for emissions monitoring and testing. Consequently, electric vehicles (EVs) are not obligated to support OBDII in any form. This is evident in the fact that most modern EVs do not support standard OBDII requests. Instead, they predominantly utilize OEM-specific UDS (Unified Diagnostic Services) communication protocols. This generally restricts data access from EVs, except in cases where decoding methods have been reverse-engineered. For examples, refer to our case studies for electric cars including Tesla, Hyundai/Kia, Nissan, and VW/Skoda EVs.

OBDII implementations today vary and face limitations concerning data richness and lower-layer protocols. In response, advanced alternatives have emerged, such as WWH-OBD (World-Wide Harmonized OBD) and OBDonUDS (OBD on UDS). These aim to refine and enhance OBD communication by using the UDS protocol as a foundation. For a deeper understanding of these protocols, consult our introduction to UDS.

In today’s interconnected automotive landscape, traditional OBDII testing methods can seem inefficient. Manual emissions checks are time-consuming and costly.

The proposed solution? OBD3 – integrating telematics into all vehicles.

OBD3 envisions adding a small radio transponder (similar to those used for toll collection) to all cars. This would allow the car’s Vehicle Identification Number (VIN) and DTCs to be transmitted via WiFi to a central server for automated checks.

Many current devices already facilitate the transfer of CAN or OBDII data over WiFi/cellular networks, such as the CANedge2 WiFi CAN logger or the CANedge3 3G/4G CAN logger.

While this approach offers cost savings and convenience, it also presents political challenges related to surveillance and data privacy.

The original purpose of the obdii communication protocol was for stationary emission controls.

However, OBDII is now widely used by third parties to generate real-time data through OBDII dongles, CAN loggers, etc. The German car industry is seeking to change this landscape:

“OBD was designed to service cars in repair shops. It was never intended to allow third parties to build a data-driven economy on the access through this interface.“

– Christoph Grote, SVP Electronics, BMW (2017)

The proposal involves disabling OBDII functionality during driving, centralizing data collection on manufacturer servers. This would give manufacturers control over ‘automotive big data’.

The rationale is based on security concerns (e.g., mitigating the risk of car hacking), although many view it as a commercially motivated move. The future of this trend remains uncertain, but it has the potential to significantly disrupt the market for third-party OBDII services.

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OBDII Standards Explained

On-board diagnostics, specifically OBDII, operates as a higher-layer protocol – akin to a language. CAN (Controller Area Network) functions as the communication method, similar to a phone line. This positions OBDII alongside other CAN-based higher-layer protocols like J1939, CANopen, and NMEA 2000.

The OBDII standards meticulously define the OBDII connector, lower-layer protocols, OBDII Parameter IDs (PIDs), and more, ensuring interoperability and consistent obdii communication protocol across vehicles.

These standards can be organized using a 7-layer OSI (Open Systems Interconnection) model. The following sections will focus on the most critical aspects.

In the OSI model overview, you’ll notice that both SAE and ISO standards cover multiple layers. This reflects the standardization efforts for OBDII in the USA (SAE) and EU (ISO). Many of these standards are technically very similar, for example, SAE J1979 and ISO 15031-5, or SAE J1962 and ISO 15031-3.

The OBDII Connector [SAE J1962]

The 16-pin OBDII connector is your gateway to accessing vehicle data and is detailed in the SAE J1962 / ISO 15031-3 standard.

The illustration shows a Type A OBDII pin connector (also known as the Data Link Connector, or DLC).

Key points about the OBDII connector include:

It’s typically located near the steering wheel, but can be hidden.
Pin 16 provides battery power, often even when the ignition is off.
The OBDII pinout configuration depends on the specific obdii communication protocol used.
CAN bus is the most prevalent lower-layer protocol, meaning pins 6 (CAN-H) and 14 (CAN-L) are commonly connected.

OBDII Connector Types: A vs. B

In practice, you might encounter both Type A and Type B OBDII connectors. Type A is generally found in cars, while Type B is more common in medium and heavy-duty vehicles.

As shown, both types have similar OBDII pinouts but differ in power supply outputs (12V for Type A and 24V for Type B). Baud rates can also vary, with cars typically using 500K, while heavy-duty vehicles often use 250K (with increasing support for 500K more recently).

Type B OBDII connectors are distinguished by an interrupted groove in the middle. Consequently, a Type B OBDII adapter cable is compatible with both Type A and Type B sockets, whereas a Type A connector will not fit into a Type B socket.

OBDII and CAN Bus [ISO 15765-4]

Since 2008, CAN bus has been the mandatory lower-layer protocol for OBDII in all vehicles sold in the US, as per ISO 15765.

ISO 15765-4 (also known as Diagnostics over CAN or DoCAN) specifies a set of constraints applied to the CAN standard (ISO 11898).

It standardizes the CAN interface for diagnostic equipment, focusing on the physical, data link, and network layers:

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

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

All OBDII communication is structured around request and response messages, forming the core of the obdii communication protocol.

In most passenger vehicles, 11-bit CAN IDs are used for OBDII communication. The ‘Functional Addressing’ ID is 0x7DF, which is used to query all OBDII-compatible ECUs to check if they have data for the requested parameter (as per ISO 15765-4). Conversely, CAN IDs from 0x7E0 to 0x7E7 can be used for ‘Physical Addressing’ requests to specific ECUs, although this is less common.

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

In some vehicle types, particularly vans and light, medium, and heavy-duty vehicles, OBDII communication may utilize extended 29-bit CAN identifiers instead of 11-bit IDs.

For 29-bit identifiers, the ‘Functional Addressing’ CAN ID is 0x18DB33F1.

Responses in 29-bit systems are seen with CAN IDs from 0x18DAF100 to 0x18DAF1FF (typically 18DAF110 and 18DAF11E). The response ID is sometimes presented in ‘J1939 PGN’ format, specifically PGN 0xDA00 (55808), which is marked as ‘Reserved for ISO 15765-2’ in the J1939-71 standard.

OBDII vs. Proprietary CAN Protocols

It’s crucial to understand that your vehicle’s Electronic Control Units (ECUs) operate independently of OBDII. Original Equipment Manufacturers (OEMs) implement their own proprietary CAN protocols for core vehicle functions. These CAN protocols are often specific to the vehicle brand, model, and year. Typically, this proprietary data is inaccessible to those outside the OEM network, unless it can be reverse engineered.

When you connect a CAN bus data logger to your vehicle’s OBDII connector, you may observe the OEM-specific CAN data, usually broadcast at a high rate of 1000-2000 frames per second. However, many newer vehicles employ a ‘gateway’ system that restricts access to this raw CAN data, only enabling OBDII communication through the OBDII connector.

In essence, think of OBDII as an ‘additional’ higher-layer protocol operating alongside the OEM-specific protocol. This layered approach allows standardized diagnostics without interfering with the vehicle’s core communication network.

Bit-rate and ID Validation

As previously mentioned, OBDII can utilize one of two bit-rates (250K, 500K) and either 11-bit or 29-bit CAN IDs. This results in four possible combinations. In modern vehicles, 500K bit-rate with 11-bit IDs is most common. However, external diagnostic tools should systematically verify these parameters.

ISO 15765-4 provides guidelines for a systematic initialization sequence to determine the correct combination. This process leverages the fact that OBDII-compliant vehicles must respond to a specific mandatory OBDII request (further detailed in the OBDII PID section). It also accounts for CAN error frames that occur when data is transmitted at an incorrect bit-rate.

More recent versions of ISO 15765-4 recognize that vehicles may support OBD communication via OBDonUDS instead of OBDonEDS. This article primarily focuses on OBDII/OBDonEDS (OBD on Emission Diagnostic Service as per ISO 15031-5/SAE J1979) in contrast to WWH-OBD/OBDonUDS (OBD on Unified Diagnostic Service as per ISO 14229, ISO 27145-3/SAE J1979-2).

To differentiate between OBDonEDS and OBDonUDS, diagnostic tools can perform additional request messages, specifically sending UDS requests with 11-bit/29-bit functional address IDs for service 0x22 and Data Identifier (DID) 0xF810 (protocol identification). Vehicles supporting OBDonUDS must have ECUs that respond to this DID.

In practice, OBDonEDS (also referred to as OBDII, SAE OBD, EOBD, or ISO OBD) is prevalent in most non-EV vehicles today, while WWH-OBD is mainly used in EU trucks and buses. Understanding these nuances is crucial for effective obdii communication protocol implementation and diagnostics.

Five Lower-Layer OBDII Protocols

While CAN bus is now the dominant lower-layer protocol for OBDII under ISO 15765, especially in vehicles from 2008 onwards, it’s important to be aware of the other four protocols used in older vehicles. The pinouts of the OBDII connector can sometimes indicate which protocol is in use.

ISO 15765 (CAN bus): Mandatory in US vehicles since 2008 and widely used today.
ISO 14230-4 (KWP2000): Keyword Protocol 2000, commonly used in 2003+ vehicles, particularly in Asia.
ISO 9141-2: Used in EU, Chrysler, and Asian vehicles from 2000-04.
SAE J1850 (VPW): Variable Pulse Width Modulation, primarily used in older GM vehicles.
SAE J1850 (PWM): Pulse Width Modulation, mainly used in older Ford vehicles.

Transporting OBDII Messages via ISO-TP [ISO 15765-2]

All OBDII data transmission over CAN bus relies on the ISO-TP (ISO 15765-2) transport protocol. This protocol is essential for handling payloads larger than 8 bytes, which is necessary in OBDII for tasks like retrieving the Vehicle Identification Number (VIN) or Diagnostic Trouble Codes (DTCs). ISO 15765-2 manages segmentation, flow control, and reassembly of these larger messages. For a detailed explanation, refer to our introduction to UDS.

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

The OBDII Diagnostic Message [SAE J1979, ISO 15031-5]

To better understand OBDII over CAN, let’s examine a raw ‘Single Frame’ OBDII CAN message. In simple terms, an OBDII message comprises an identifier, a data length indicator (PCI field), and the data itself. The data field is further structured into Mode, Parameter ID (PID), and data bytes, forming the fundamental components of the obdii communication protocol.

Example: OBDII Request/Response

Before diving into the specifics of each part of an OBDII message, let’s consider an example request and response for the ‘Vehicle Speed’ parameter.

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

By consulting the decoding rules for OBDII PID 0x0D, we determine that the physical value is 50 km/h.

In the next sections, we will delve into OBDII modes and PIDs in greater detail to understand the full scope of the obdii communication protocol.

The 10 OBDII Services (aka Modes)

There are 10 standardized OBDII diagnostic services, often referred to as modes. Mode 0x01 is used to access current real-time data, while other modes are designed to display or clear Diagnostic Trouble Codes (DTCs) and access freeze frame data. These services form the backbone of the obdii communication protocol, allowing for a range of diagnostic interactions.

Vehicles are not required to support all 10 OBDII modes and may also implement modes beyond these standardized ones, known as OEM-specific OBDII modes.

In OBDII messages, the mode is specified in the second byte. In a request message, the mode is included directly (e.g., 0x01). In a response message, 0x40 is added to the requested mode value (e.g., resulting in 0x41 for a response to mode 0x01).

OBDII Parameter IDs (PIDs)

Within each OBDII mode, there are Parameter IDs (PIDs).

For example, mode 0x01 contains approximately 200 standardized PIDs that provide real-time data on parameters such as speed, RPM, and fuel level. However, vehicles are not obligated to support all PIDs within a mode. In practice, most vehicles support only a subset of the available PIDs. Understanding PID support is essential for effective obdii communication protocol utilization.

One PID holds a special significance:

If an emissions-related ECU supports any OBDII services, it must support mode 0x01 PID 0x00. Responding to this PID, the vehicle ECU indicates whether it supports PIDs 0x01-0x20. This makes PID 0x00 a fundamental ‘OBDII compatibility test’. Additionally, PIDs 0x20, 0x40, and so on, up to 0xC0, can be used to determine support for the remaining mode 0x01 PIDs.

Tip: OBDII PID Overview Tool

The appendices of SAE J1979 and ISO 15031-5 provide scaling information for standard OBDII PIDs. This information is crucial for decoding raw data into physical values, as explained in our CAN bus introduction.

For quick lookups of mode 0x01 PIDs, our OBDII PID overview tool is invaluable. It assists in constructing OBDII request frames and dynamically decoding OBDII responses, streamlining the obdii communication protocol analysis.

OBDII PID overview tool

How to Log and Decode OBDII Data

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

The CANedge is configurable to transmit custom CAN frames, making it ideal for OBDII logging applications and for testing aspects of the obdii communication protocol.

Once configured, the CANedge can be easily connected to your vehicle via our OBDII-DB9 adapter cable for seamless data acquisition.

Example of sending a CAN frame at 500K to validate bit-rate success

Reviewing responses to ‘Supported PIDs’ in asammdf

#1: Test Bit-rate, IDs & Supported PIDs

As previously discussed, ISO 15765-4 outlines how to determine the bit-rate and IDs used by a specific vehicle, crucial for understanding the obdii communication protocol in context. You can use the CANedge to perform these tests as follows (refer to the CANedge Intro for detailed instructions):

Transmit a CAN frame at 500K and check for successful transmission (if unsuccessful, try 250K).
Use the confirmed bit-rate for all subsequent communication.
Send multiple ‘Supported PIDs’ requests and analyze the responses.
Determine whether 11-bit or 29-bit IDs are used based on response IDs.
Identify supported PIDs based on the response data.

We provide pre-configured settings to simplify these tests, making the process of verifying obdii communication protocol parameters straightforward.

Most non-EV vehicles manufactured in 2008 or later support 40-80 PIDs using a 500K bit-rate, 11-bit CAN IDs, and the OBDII/OBDonEDS protocol.

As illustrated in the asammdf GUI screenshot, multiple responses to a single OBD request are common when using the 0x7DF request ID, which polls all ECUs for responses. Since all OBDII/OBDonEDS-compliant ECUs must support service 0x01 PID 0x00, numerous responses, particularly to this PID, are often received. As evident, fewer ECUs respond to subsequent ‘Supported PIDs’ requests. Notice that the ECM ECU (0x7E8) in this example supports all PIDs supported by other ECUs. This suggests that bus load can be reduced by specifically requesting responses only from the ECM ECU using ‘Physical Addressing’ CAN ID 0x7E0 for future communication.

#2: Configure OBDII PID Requests

After identifying the OBDII PIDs supported by your vehicle and determining the correct bit-rate and CAN IDs, the next step is to configure your transmit list with the PIDs of interest. This configuration is key to effectively utilizing the obdii communication protocol for data logging.

Consider these points for optimal configuration:

CAN IDs: Switch to ‘Physical Addressing’ request IDs (e.g., 0x7E0) to minimize multiple responses to each request, streamlining data and reducing bus load.
Spacing: Introduce a delay of 300-500 ms between each OBDII request to prevent overwhelming ECUs, which may cause them to stop responding.
Battery Drain: Implement triggers to halt transmission when the vehicle is inactive to prevent unnecessary ECU wake-up and battery drain, especially during prolonged testing.
Filters: Apply filters to record only OBDII responses if your vehicle also outputs OEM-specific CAN data, focusing data logging on relevant diagnostic information.

With these configurations in place, your device is ready to log raw OBDII data efficiently and accurately, capturing essential obdii communication protocol exchanges.

Example of a CANedge OBDII PID request list

asammdf enables DBC decoding and visualization of OBDII data

#3: DBC Decode Raw OBDII Data

Finally, to analyze and visualize your logged data, you need to decode the raw OBDII data into ‘physical values’ such as km/h or °C. This decoding process is crucial for making sense of the obdii communication protocol data.

The necessary decoding information is available in ISO 15031-5/SAE J1979 and resources like Wikipedia. For convenience, we offer a free OBDII DBC file that simplifies DBC decoding of raw OBDII data in most CAN bus software tools.

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

To address this, you must use the CAN ID, OBDII mode, and OBDII PID to uniquely identify each signal. This is a form of multiplexing known as ‘extended multiplexing‘, which can be implemented in DBC files. Properly handling extended multiplexing is key to accurate obdii communication protocol data interpretation.

CANedge: OBDII Data Logger

The CANedge provides an easy way to record OBDII data directly to an 8-32 GB SD card. Simply connect it to a vehicle to begin logging and then decode the data using free software/APIs and our OBDII DBC. This makes CANedge a powerful tool for anyone working with the obdii communication protocol.

OBDII logger intro

CANedge product details

OBDII Multi-Frame Examples [ISO-TP]

All OBDII data communication utilizes the ISO-TP (Transport Protocol) as per ISO 15765-2. While many examples involve single-frame communication, multi-frame communication is crucial for handling larger data sets. This section provides examples of multi-frame communication within the obdii communication protocol.

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

Furthermore, processing multi-frame OBDII responses requires CAN software and API tools that support ISO-TP, such as the CANedge MF4 decoders, which are designed to handle complex obdii communication protocol data structures.

Example 1: OBDII Vehicle Identification Number (VIN)

The Vehicle Identification Number (VIN) is often essential for telematics, diagnostics, and more, as discussed in our UDS introduction. To retrieve the VIN from a vehicle using OBDII requests, you use mode 0x09 and PID 0x02. This process exemplifies a practical application of the obdii communication protocol.

The tester tool sends a Single Frame request with the PCI field (0x02), request service identifier (0x09), and PID (0x02).

The vehicle responds with a First Frame containing the PCI, length (0x014 = 20 bytes), mode (0x49, i.e., 0x09 + 0x40), and PID (0x02). Following the PID is byte 0x01, representing the Number Of Data Items (NODI), in this case, 1 (refer to ISO 15031-5 / SAE J1979 for specifics). The remaining 17 bytes constitute the VIN, which can be converted from HEX to ASCII using methods described in our UDS introduction, illustrating the data handling within the obdii communication protocol.

Example 2: OBDII Multi-PID Request (6x)

External tools can request up to six mode 0x01 OBDII PIDs in a single request frame. The ECU will respond with data for supported PIDs (omitting unsupported ones), possibly across multiple frames as per ISO-TP. This capability enhances the efficiency of the obdii communication protocol for data acquisition.

This powerful feature enables higher frequency and more efficient OBDII data collection. However, it also means that the signal encoding is specific to your request method, making the use of generic OBDII DBC files challenging in these scenarios. We generally advise against this method for most applications. Below is an example trace illustrating what this might look like:

The multi-frame response is similar to the VIN example, but with the added complexity that the payload includes both the requested PIDs and their corresponding data. In practice, the PIDs in the response are often ordered similarly to their order in the request, though this is not strictly mandated by the ISO 15031-5 standard.

Decoding such responses using generic DBC files is very difficult. Therefore, we do not recommend this approach for practical data logging unless you are using a tool specifically designed to support it. This method introduces extended multiplexing challenges, where the DBC file would need to account for the specific payload position of each PID. Generalizing DBC files across vehicles with varying supported PIDs becomes extremely complex. Furthermore, managing multiple multi-PID requests via DBC manipulation becomes nearly impossible without a robust method for uniquely identifying these messages.

Workarounds could involve custom scripts and recording transmit messages from your testing tool. The script could then interpret response messages in conjunction with their corresponding request messages. However, these approaches are generally difficult to scale.

Example 3: OBDII Diagnostic Trouble Codes (DTCs)

OBDII can be used to request emissions-related Diagnostic Trouble Codes (DTCs) using mode 0x03, ‘Show stored Diagnostic Trouble Codes’. No PID is included in the request. The targeted ECU(s) will respond with the number of stored DTCs (possibly zero if none are stored), with each DTC occupying 2 data bytes. Multi-frame responses become necessary when more than two DTCs are stored, demonstrating the scalability of the obdii communication protocol.

The 2-byte DTC value is typically divided into two parts, as defined by ISO 15031-5/ISO 15031-6. The first 2 bits define the ‘category’, while the remaining 14 bits define a 4-digit code (displayed in hexadecimal), as shown in the visual. Decoded DTC values can be looked up using various OBDII DTC lookup tools, such as repairpal.com.

The example below shows a request to an ECU with six stored DTCs, illustrating a real-world scenario of obdii communication protocol in action.

OBDII Data Logging – Use Case Examples

OBDII data from cars and light trucks has diverse applications across various use cases, leveraging the standardized obdii communication protocol for valuable insights.

Logging Data from Cars

OBDII data logging in cars can be used to achieve fuel efficiency, improve driving habits, test prototype components, and for insurance telematics, demonstrating the breadth of obdii communication protocol applications.

Explore OBDII loggers

Real-time Car Diagnostics

OBDII interfaces facilitate real-time streaming of human-readable OBDII data, essential for diagnosing vehicle issues and providing immediate feedback, showcasing the diagnostic power of obdii communication protocol.

Learn about OBDII streaming

Predictive Maintenance

Cars and light trucks can be monitored via IoT OBDII loggers in the cloud to predict and prevent breakdowns, enhancing vehicle reliability and uptime through proactive maintenance strategies powered by obdii communication protocol data.

Discover predictive maintenance solutions

Vehicle Black Box Logger

An OBDII logger can serve as a ‘black box’ for vehicles or equipment, providing crucial data for dispute resolution or in-depth diagnostics, leveraging the forensic capabilities of obdii communication protocol data recording.

Explore CAN bus black box solutions

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

For more introductory materials, see our guides section or download the ‘Ultimate Guide’ PDF for comprehensive insights.

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