Mercedes-Benz Service

Insert image of size

215x148 mm

System Description of On-Board-Diagnosis II

(OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Mercedes-Benz Service

System Description of On-Board-Diagnosis II

(OBD II/EOBD)

Technical Information Bulletin for Service

Daimler AG · Technische Information und Werkstatteinrichtung (GSP/TI) · D-70546 Stuttgart

r le ry s Ch

– This printout will not be recorded by the update service. Status: 07 / 2007 –
Information and copyright

Ordering Workshop Information:

All printed workshop information from GSP/TI, such as

Introduction into Service Manuals, System Descriptions, Function Descriptions,
Technology Guides, Technical Data Manuals and adhesive labels can be ordered as
follows:

Within Germany
From our GSP/TI shop on the Internet
http://gsp-ti-shop.de

or alternatively

E-mail: customer.support@daimler.com y sle r c r h

Telephone: +49-(0)18 05/0 10-79 79

Fax: +49-(0)18 05/0 10-79 78

Outside of Germany
Please get in touch with the contact person responsible for your market.

Product portfolio
Comprehensive information on our entire product portfolio
is also available on our Internet portal.
http://open-after-sales.daimler.com hrysle r c

Questions and Suggestions

Please write to us if you have any questions or suggestions concerning 
this product.
E-mail: customer.support@daimler.com y sle r c r h

Fax: +49-(0)18 05/0 10-79 78

or alternatively

Address: Daimler AG r rysle Ch

GSP/TIS
HPC R822, W002
D-70546 Stuttgart

© 2007 by Daimler AG hrysle C r

This document, including all its parts, is protected by copyright.

Any further processing or use is prohibited without prior written consent
from Daimler AG, Abteilung GSP/TIS, HPC R822, W002,
yshle r rC

D-70546 Stuttgart. This applies in particular to reproduction, distribution,

alteration, translation, microfilming and storage and/or
processing in electronic systems, including databases and
online services.

Cover Title Image No.: P54.00-2601-00

Brochure Order No.: 6516 1349 02

05.07

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Contents

Preface 5

General information

On-board diagnosis 6

History 7

Legal bases 8

Legal bases/
Diagnosis Assistance System 11

Fundamentals

Data access 12

OBD data 14

Fault codes 15

Fault memory 16

Monitoring/identifiers 17

Test procedure 18

Readiness codes 19

On-board-diagnosis, gasoline engines

Monitored systems and components 20

On-board-diagnosis, diesel engines

Monitored systems and components 22

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 3

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Contents

Exhaust emissions inspection

Exhaust emissions inspection 

as per NEFZ 24

Exhaust emissions inspection with OBD 24

System components

Data link connector 26

Engine diagnosis indicator lamp/

CHECK ENGINE 27

Annex

Abbreviations 28

Guidelines and standards 30

Index 31

Notex 32

4 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Preface

Dear Reader,

This brochure introduces you to the The system description is not intended as a basis for
"On-Board-Diagnosis II (OBD II)“ and  repair work or for the diagnosis of technical problems.
"European On-Board-Diagnosis (EOBD)“ systems. For such needs, the WIS and DAS systems are avail-
The applicability of this system description is not able as usual.
restricted to specific vehicle models. We will publicize modifications and new features in the
It describes the OBD II/EOBD requirements  relevant WIS documents only. The information
and how they are fulfilled by Mercedes-Benz presented in this system description may therefore
passenger car models. differ from the information published in the WIS.
All the information relating to technical data in this
Our intention with this system description is to provide
brochure is valid as of the copy deadline in February
you with an overview of these systems. The main
2007 and may therefore differ from the current
purpose of this brochure is to provide technicians 
production configuration.
and mechanics in the service outlets with a link
between the Introduction into Service Manuals and
the more detailed information in the Workshop Infor-
mation System (WIS) and the Diagnosis Assistance
System (DAS).
In terms of the content, the emphasis of the system
description is on illustrating the system fundamentals,
functional principles and functional relationships:

• General and legal bases

• Design and function
• Relationship between system elements
• Interaction between systems and their components

Daimler AGr s r le Ch y

Technische Information und Werkstatteinrichtung

(GSP/TI)

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 5

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 On-board diagnosis
General information
On-board-diagnosis II (OBDII) is a diagnostic system
which is installed in the vehicle (on-board).
The OBD diagnostic system is integrated in the engine
control unit (PCM = Powertrain Control Module) and
continuously monitors all emissions-relevant compo-
nents and systems in the vehicle.
If a fault occurs, a malfunction indicator lamp (MIL)
informs the driver accordingly.
At the same time, the fault is stored in the fault
memory of the engine control unit and can be read 
out using any commercially available diagnostic unit
(Generic Scan Tool).
Tasks:
• Continuous monitoring of all emissions-relevant
components and systems
• Immediate detection and indication of significant
emissions increases over the entire service life of
the vehicle
Aims:
• Ensure continuously low exhaust gas emissions
• Protect emissions-relevant components e.g.
catalytic converter against backfiring
Suggestions for the implementation of these require-
ments are compiled by the US-based SAE 
(Society of Automotive Engineers).
The suggestions of the SAE are usually the basis for
the ISO guidelines (International Organization for
Standardization) for OBD II.
6 b System Description of On-Board-Diagnosis II (OBD II/EOBD)
– This printout will not be recorded by the update service. Status: 07 / 2007 –
The guidelines for OBD II include the following require-
ments/prerequisites (among others):
• Standardized diagnostic socket in accordance with
"SAE J1962 and ISO 15031-3“ in the vicinity of the
driver footwell
• Standardized DTC fault codes (Diagnostic Trouble
Codes) for all manufacturers in accordance with
"SAE J2012 and ISO 15031-6“
• OBD data (DTCs, PIDs (Parameter Identifiers) and
InfoTypes (vehicle identification data)) must be
able to be read out using a diagnosis communi-
cation protocol in accordance with 
"SAE J1979 and ISO15031-5“
• OBD data (DTCs, PIDs and InfoTypes) must be able
to be displayed with a commercially available
diagnostic unit in accordance with 
"SAE J1978 and ISO 15031-4“
• It must be possible to display the operating
conditions (fault freeze frame data) under which a
fault occurred
• Specification of when and how (MIL) an emissions-
relevant fault must be displayed
• Standardized designations and abbreviations for
components and systems in accordance with 
"SAE J1930 and ISO 15031-2“
$ On-Board-Diagnosis I (OBD I)
OBD I vehicles do not have a standardized diag-
nostic socket in the vehicle interior compartment.
They have a diagnostic socket in the engine
compartment instead.
OBD I is not standardized i.e. each manufacturer
provides different functions and versions.
 History

General information
Legal requirements to reduce exhaust gas emissions 1992 Introduction of EURO 1 emissions 
became essential when a massive smog cloud standard in EU
measuring almost 100 km in diameter began to form 1996 Introduction of OBD II in USA
regularly above Los Angeles (California, USA) in 1943.
Introduction of EURO 2 emissions 
The history of efforts to reduce and monitor motor
standard in EU
vehicle exhaust gas emissions thus began:
2000 Introduction of EURO 3 emissions 
1960 First Californian law to protect air quality by standard in EU
CARB (California Air Resources Board)
Introduction of EOBD (OBD II) for gasoline
1966 First Californian emissions standard for
engines in EU
HC+CO
2003 Introduction of EOBD (OBD II) for diesel
1975 First 2-way catalytic converter
engines in EU
1976 First 3-way catalytic converter followed by 2005 Introduction of EURO 4 emissions 
introduction of unleaded fuel standard in EU
1979 Introduction of OBD I in California
1988 Specification of standards for OBD I by SAE
1990 Specification of first "LEV" emissions  $
standards for USA by CARB
"Smog" refers to the presence of air pollutants in
concentrations which are damaging to health and
impair visibility.

Smog over Los Angeles

CO Carbon monoxide NMVOC Non Methane Volatile Organic Compounds
HC Hydrocarbons NOX Nitrogen oxides
H2O2 Hydrogen peroxide UV Ultraviolet radiation

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 7

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Legal bases
General information

The most important legal bases for OBD are defined in The components and systems to be monitored on
the EU, USA and Japan and are described below. Other gasoline engines are:
countries, if they even require OBD, currently tend to • Efficiency of catalytic converter 
associate themselves with one of these three stan- (with respect to HC)
dards. • Combustion misfires
Since they are constantly being changed, the OBD • Oxygen sensors
requirements of individual countries should always be • Electronic components of evaporative 
checked where necessary. emissions system
• Other components and systems which would
EU cause the OBD threshold limits to be exceeded in
the event of failure/fault
In the EU, On-Board-Diagnosis II (OBD II)  • Emissions-relevant components of the drive train
is known as European On-Board-Diagnosis (EOBD). that are connected to control units must be
checked for circuit faults
Europe is at least as densely populated as California.
As a result, the Californian regulations have almost
always been adopted in the EU. The components and systems to be monitored on
The legal basis in the EU is directive "70/220/EEC", diesel engines are:
and "Annex XI" in particular. • Particulate filter
• Fuel injection system
• Other components and systems which would
EOBD is compulsory for:
cause the OBD threshold limits to be exceeded in
• Passenger car gasoline engines as of 2000 in new the event of failure/fault
passenger car models and as of 2001 for all • Emissions-relevant components of the drive train
passenger car models that are connected to control units must be
• Passenger car diesel engines as of 2003 in new checked for circuit faults
passenger car models and as of 2004 for all
passenger car models
EOBD applies to all passenger cars and light commer-
cial vehicles with a permissible gross vehicle weight of
up to 2500 kg and a maximum of 9 seats.

Irrespective of the testing limits for particular models,

"absolute" (fixed) limit values are defined for the OBD
exhaust gas threshold limits (which specify the point
at which faults must be indicated) for emissions of 
CO, HC, NOX and PM.
$ Certification of new models
Emissions categories EOBD systems are tested in accordance with
"70/220/EEC, Annex XI, Attachment 1", whereby 
EURO 1 (as of 1992)
differing engines (with comparable engine control
EURO 2 (as of 1996) systems) can generally be combined into "OBD
EURO 3 (as of 2000) families" in accordance with "Attachment 2".

EURO 4 (as of 2005)

EURO 5 (as of 2009)

8 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –

USA
The legal basis for OBD II as of model year 2004 is the
"CCR (California Code of Regulations), title 13, section
1968.2".
The requirements of the EPA (Environmental Protec-
tion Agency) are mostly covered by those of the CARB
(California Air Resources Board). They apply to all
passenger cars with up to 12 seats and small trucks
up to 6350 kg.
The OBD threshold limits (for exhaust gas emissions),
which specify the point at which faults must be indi-
cated, are defined using a "multiplicative" approach.
This means that the limits are "relative" (1.5x limit
value for respective emissions category). The permis-
sible level of exhaust gas emissions thus varies
depending on the emissions category to which the
vehicle is certified.
Emissions categories LEV I (1994-2003) and LEV II
(2003-2010) based on CARB standard of 1990:
• TLEV = Transitional Low Emission Vehicle 
(as of 1994)
• LEV = Low Emission Vehicle (as of 1997)
• ULEV = Ultra Low Emission Vehicle (as of 1997)
• ILEV = Inherently Low Emission Vehicle 
(as of 2000)
• SULEV = Super Ultra Low Emission Vehicle 
(as of 2000)
• PZEV = Partial Zero Emission Vehicles (as of 2002)
• AT PZEV = Advanced Technology Partial Zero
Emission Vehicles (as of 2002)
• ZEV = Zero Emission Vehicles (as of 2002)
Emissions categories Tier 1 (1994-2003) and Tier 2 
(as of 2004) based on EPA standard
• LDV = Light Duty Vehicle (1994-2003)
• LDV Diesel= Light Duty Vehicle Diesel (1994-2003)
• Bin 1 to Bin 10 (as of 2004), where the following
approximations apply: Bin 9 = LEV I cars
Bin 5 = LEV II cars
Bin 1 = ZEV cars
System Description of On-Board-Diagnosis II (OBD II/EOBD) b
– This printout will not be recorded by the update service. Status: 07 / 2007 –
Legal bases
General information
The systems and components to be monitored are:
• Efficiency of catalytic converter
• Catalytic converter heating
• Combustion misfiring (including diesel engines)
• Evaporation system
• Secondary air system
• Fuel system
• Oxygen sensors
• EGR system (exhaust gas recirculation)
• PCV system (crankcase ventilation system)
• Cooling system
• A/C system (air conditioning)
• VVT system (camshaft adjustment)
• Ozone reduction system
• Particulate filter
• Other emissions-relevant components and
systems and any components which would prevent
diagnosis of another component if faulty 
(comprehensive components)
$ Certification of new models
The vehicle manufacturer must supply test data for
the OBD system from one or two endurance test
vehicles. Endurance test vehicles with identical
model designations are (depending on sales
numbers) divided into different test groups. The
respective authority selects one or two vehicles for
testing based on the number of test groups
planned by the manufacturer. One vehicle is
selected if there are 1-5 test groups and two 
vehicles are selected if there are 6-10 test groups.
9
 Legal bases
General information
Special features of Californian guideline
by CARB
"Rate Based Monitoring" (RBM), also known as 
"In-Use Monitoring Performance Ratio“, 
was gradually introduced in California as of model year
2005 and requires a minimum frequency for various
diagnostic procedures.
Ratios are calculated for this purpose. The numerator
of a ratio increases each time a diagnostic procedure
is completed in such a way that it could have detected
a malfunction. The denominator increases after each
trip which meets the following conditions:
• Duration of trip at least 10 min (5 min at a speed
above 25 mph)
• Continuous idle phase of > 30 s
• Outside temperature > -7 °C (20 °F)
• Altitude < 2,440 m (8,000 ft)
Ratios which can be read out using a diagnostic tool
must be maintained in the OBD control unit for the
following components and systems:
• Catalytic converter
• Oxygen sensor
• Tank leak (leak ø > 0.5 mm)
• EGR system (exhaust gas recirculation)
• VVT system (camshaft adjustment)
• Secondary air system
Certification of new models
PVE (Production Vehicle Evaluation) tests for certifica-
tion are divided into three subsections, all of which
have to be performed on series production vehicles:
• PVE communication
• PVE monitoring
• PVE RBM
10 b System Description of On-Board-Diagnosis II (OBD II/EOBD)
– This printout will not be recorded by the update service. Status: 07 / 2007 –
PVE communication (as of model year 2005)
• Automated test of OBD communication and
correct storage of fault codes (DTCs) as well as
additional content-related checks on supported
data (PIDs) using test specification in accordance
with "SAE J1699-3“
• Test performed on 1 vehicle per model year per
approved engine control system grouping (incl.
combination of vehicle architecture, transmission
control and fuel system control unit)
• Communication adapter in accordance with 
"SAE J2534-1“ must be used for the test
• Tests must take place within a month of SONP
(Start of Normal Production)
PVE monitoring
• Test of each individual OBD diagnostic procedure
with respect to fault entry and MIL activation
• Authority selects 1 vehicle per test group for 
PVE demonstration
• A total of 6 vehicles are tested if more than 10 test
groups are being certified
• Tests must take place within 6 months of SONP
PVE RBM (for RBM models)
• 15 vehicles from each previously approved test
group combination (identical OBD strategies,
similar calibrations and similar ratios)
• A reduction in the number of vehicles for test
groups with low sales numbers is possible subject
to approval
• Tests must take place within 6 months of SONP
$ Criteria for engine control system
grouping
• Identical software for implementation of 
"Mode 01-09"
• Identical diagnosis protocol
• Identical message timing 
(signal transmission timing)
• Identical number of supported 
"Data Stream Parameters Mode 01"
 Legal bases/Diagnosis Assistance System

General information
Japan ECE

Japan considers OBD II (USA) and EOBD (EU) to be
equivalent standards. Nevertheless, Japan has some
requirements of its own which are not yet legally regu-
lated.
In the ECE, the OBD standards of the EU, USA or Japan
are generally recognized.
This should however be checked on an individual basis
due possible changes.

The following values, components and systems must

be monitored: Diagnosis Assistance System (DAS)
• Air pressure
The DAS is the manufacturer-specific diagnostic unit
• Intake manifold air pressure
• Intake/charge air temperature of Mercedes-Benz. In addition to OBD diagnosis, it can
• Coolant temperature perform comprehensive system diagnosis on all
• Throttle valve angle vehicle systems (e.g. engine control, suspension,
• Cylinder detection audio system, climate control). DAS also contains
• Crankshaft angle/rpm detailed fault descriptions and troubleshooting infor-
• Mass air flow sensor mation for the individual fault codes.
• Oxygen sensor The manufacturer-specific OBD diagnosis function-
• Sensor heater ality is not just more extensive than that of a commer-
• Ignition system cially available OBD/EOBD diagnostic unit, but also
• Exhaust system set up and organized differently.
• Fuel supply
• EGR system
• Other emissions-relevant components

$ Japan
The Japanese authority "MLIT" (Ministry of Land,
Infrastructure and Transport of Japan) has been
developing a new OBD law since 2003, which is
scheduled to come into force for importers in 
2008 or 2009.

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 11

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Data access
Fundamentals

Diagnostic equipment CAN network

The general OBD data in the engine control unit can 
be accessed using any commercially available diag-
nostic unit (Generic Scan Tool) in accordance with
"SAE J1978" and "ISO 15031-4". The diagnostic func-
tions specific to Mercedes-Benz can be used with 
DAS (Diagnosis Assistance System).
Data interface
The interface between the diagnostic unit and the
vehicle is the diagnostic socket (known as the data
link connector on Mercedes-Benz vehicles). This
socket has a standardized installation location,
connector shape and pin assignment in accordance
with "SAE J1962" and "ISO 15031-3".
The OBD data are transferred in both directions 
(bidirectional) over a serial interface in accordance
with "ISO14230-4" or over a CAN interface in 
accordance with "ISO15765-4".
The on-board diagnostic system makes use of the CAN
network linking the engine control unit and other
vehicle control units.
This makes it possible to detect, for example, auto-
matic transmission faults from the corresponding
transmission control unit or road bumps (for combus-
tion misfiring/smooth running detection) from the
ESP control unit. To achieve this, the control units that
communicate with each other must also monitor each
other and the corresponding fault codes must be
stored if a control unit fails.
Transfer of data to users outside the sales
network
Vehicle manufacturers must make repair and diag-
nostic data available and accessible to users who do
not belong to the manufacturer's own sales network.
The intellectual property of the manufacturer is
however excluded from this requirement e.g. patents.

1 Commercially available diagnostic unit (Generic Scan Tool)

2 Diagnostic socket
3 Engine control unit

12 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Data access

Fundamentals
Transmission protocols Tamper protection

The parameters and values which can be read out are
the same on all vehicles, but the transmission proto-
cols used for this purpose are not.
For OBD, Mercedes-Benz vehicles have, to date, used
the KWP and KWP 2000 transmission protocols via the
"K-line" and, since 2004, the CAN transmission
protocol.
The CAN transmission protocol has been permitted
since 2003 and will be compulsory in the USA as 
of 2008.
As of model series 204, diagnostic communication will
only be performed using the CAN transmission
protocol over the "diagnostic CAN". The advantages of
this system include a faster data transmission rate of
500 kBit/s compared to just 10.4 kBit/s for the previ-
ously used K-line and the ability to diagnose several
control units simultaneously.
All reprogrammable computer codes or operating
parameters (e.g. engine characteristics) must be
protected against unauthorized tampering to a protec-
tion level which at least complies with the specifica-
tions in "SAE J2186 and ISO 15031-7". However, this
only applies if the data exchange takes place using the
above-mentioned transmission protocols via the diag-
nostic socket (data link connector).
For tamper protection purposes, Mercedes-Benz vehi-
cles use an SCN coding (SCN = Software Calibration
Number) or, in the USA, a CVN coding (CVN = Calibra-
tion Verification Number, also known as CAL-ID = Cali-
bration Identification).
The SCN or CVN consists of a 16-digit code which
documents the individual hardware and software
configuration of each individual control unit in the
vehicle.
In the USA, the checksum of the control unit software
and its calibration can be used to prove whether a
control unit or its software has ever been replaced or
tampered with.

Transmission protocol ISO standard SAE standard Transmission speed

KWP (Key Word Protocol) ISO 9141-2 SAE J1979 10.4 kBit/s

KWP 2000 (Key Word Protocol) ISO 14230-4 SAE J1979 10.4 kBit/s

VPWM (Variable Pulse Width — SAE J1850 10.4 kBit/s

Modulation)
PWM (Pulse Width Modulation) — SAE J1850 41.6 kBit/s

CAN (Controller Area Network) ISO 15765-4 — 500 kBit/s

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 13

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 OBD data
Fundamentals

General OBD data Fault freeze frame data (Mode $02)

General OBD data, which must be freely accessible, When a fault occurs, the operating parameters and
are all OBD data that are required for the inspection, conditions that prevailed at the time of the fault are
diagnosis, maintenance or repair of emissions-rele- also stored. This information is known as fault freeze
vant vehicle components or systems. frame data.
The following data can be read out as per  If the same fault occurs again, these fault freeze frame
"SAE J1979“ and "ISO 15031-5": data are also stored. If the fault occurs yet again, the
fault freeze frame data that were stored last are
• Mode $01: Emissions-relevant actual values and 
updated. This means that the fault freeze frame data
diagnostic data of OBD system
from the first and last occurrence of a fault can be
• Mode $02: Fault freeze frame data 
read out.
• Mode $03: Stored DTCs (fault codes for  Fault freeze frame data include:
current emissions-relevant  • Vehicle speed
faults that have been stored) • Engine speed
• Mode $04: Deletion of all emissions-relevant  • Coolant temperature
fault codes
• Intake manifold air pressure
• Mode $05: Lambda control loop values • Intake air temperature
• Mode $06: Test results of cyclically monitored • Supply voltage
systems • Engine load status
• Mode $07: Pending DTCs (fault codes  • Mixture formation adaptation value
for emissions-relevant faults that  • Status of lambda control
have been detected but not yet stored 
from the current and preceding 
driving cycle)
• Mode $08: Vehicle-specific fault codes and 
diagnostic functions
(e.g. initiation of cyclical tests)
• Mode $09: Vehicle identifiers

Emissions-relevant actual values and

diagnostic data of OBD system (Mode $01)

All emissions-relevant actual values (real-time data) 

of the individual components and systems 
are displayed.

$
In future, the on-board diagnostic system will be
used to access other electronic vehicle systems
related to active and passive vehicle safety.

14 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Fault codes

Any faults that are detected are stored in the form of
fault codes (DTCs) in accordance with "SAE J2012 
and ISO 15031-6". A fault code is a 5-digit 
alphanumeric value (1 letter and 4 numbers).
The P0xxx codes (Mode $03 und $07) are 
standardized emissions-relevant codes.
 (Mercedes-Benz uses DAS).
Structure and breakdown of fault codes
Fundamentals
Every vehicle manufacturer can also use P1xxx codes
(Mode $08). This is necessary if the vehicle manufac-
turer (over and above the legal requirements) inte-
grates additional functions into the engine control 
unit which need to be diagnosis-capable.
The P1xxx codes can usually only be decoded using a
manufacturer-specific diagnostic unit 

1st digit indicates the system which reported 

the fault:
• B = Body
• C = Chassis
• P = Powertrain
• U = Network (e.g. CAN data bus)


2nd digit indicates the type of fault code:

• 0 = Standardized OBD code
• 1 = Manufacturer code



3rd digit indicates the assembly where the fault

occurred:
• 1 = Fuel and air flow metering
• 2 = Injection nozzles
• 3 = Ignition system and combustion misfiring
• 4 = Additional systems for emissions reduction
• 5 = Idle and vehicle speed
• 6 = Onboard computer and other outputs
• 7 = Transmission
• 8 = Transmission



4th digit indicates faulty component and type 

of fault e.g. (420):
• Catalytic converter conversion rate 
(bank 1) too low

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 15

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Fault memory
Fundamentals
Fault detection
The engine control unit continuously checks its input
and output signals for plausibility and detects possible
faults. The detection of faults and their storage is
differentiated as follows:
• Fault present continuously
• Loose contact that has occurred while driving
The frequency and duration of the following faults are
detected:
• Signals over or below the limit value (e.g. open
circuit, short circuit, defective sensor)
• Illogical combination of different signals
• Control loop (e.g. lambda control) at lower or upper
limit of control interval
• Faults in function chains (faulty test sequences e.g.
secondary air injection or purging)
• Fault messages via CAN data bus
(e.g. from VGS, ESP or AAC [KLA] control unit)
Pending DTC fault storage (Mode $07)
Emissions-relevant faults from the current and
preceding driving cycle that are currently being deter-
mined are known as Pending DTCs. They are stored in
the form of a fault code in Mode $07 until they are
confirmed (occurrence in two successive driving
cycles).
Stored DTC fault storage (Mode $03)
If a detected fault occurs in two successive driving
cycles, the Pending DTC becomes a Stored DTC which
is stored in the fault memory of the engine control
unit.
16 b System Description of On-Board-Diagnosis II (OBD II/EOBD)
– This printout will not be recorded by the update service. Status: 07 / 2007 –
Consequential fault
If a faulty signal is detected and stored, all tests in
which this signal is required as a comparative param-
eter are aborted (cross-locking). This ensures that no
consequential faults are stored.
Fault display
If a fault occurs during two successive driving cycles,
the MIL fault warning lamp illuminates (on Mercedes-
Benz vehicles this is the engine diagnosis/CHECK
ENGINE indicator lamp). In the case of combustion
misfiring which could damage the catalytic converter,
the MIL flashes while the misfiring is taking place and
then illuminates permanently for the rest of the driving
cycle.
The MIL fault indicator goes out automatically 
after 3 successive fault-free driving cycles.
Fault deletion (Mode $04)
Stored faults are automatically deleted from the fault
memory after 40 successive fault-free driving cycles.
They can also be deleted (after a repair) with any
commercially available diagnostic unit or with DAS.
$ Driving cycle
A driving cycle consists of engine start, vehicle
driving operation and engine shutoff, whereby 
the coolant temperature must increase by at 
least 22°C to at least 70°C.
 Monitoring/identifiers

Fundamentals
Lambda control loop values (Mode $05) Engine control unit self-monitoring

The oxygen sensor output signals and tests are illus- The engine control unit regularly checks its software
trated against time. This allows the oxygen sensors to and hardware for:
be precisely analyzed. • Software program errors
• Memory module faults
• Microprocessor defects
Cyclical monitoring (Mode $06) • Data interface malfunctions
If emissions-relevant faults are found, they are 
Cyclical monitoring is performed on components and
indicated via the engine diagnosis/CHECK ENGINE
systems that are not continuously active. For example,
indicator lamp.
purging only takes place during driving operations
when the engine is under partial-load conditions. As a
result, purging can only be monitored when the engine
is in this operating phase. The following components Manufacturer-specific OBD data (Mode $08)
and systems are cyclically monitored:
These vehicle-specific OBD diagnosis data can be read
• Catalytic converter function (gasoline engines)
out but can only be partly evaluated, depending on the
• Catalytic converter heating (gasoline engines)
manufacturer (also see: P1xxx code, page 15). They
• Oxygen sensors (aging and control on 
can also be used to perform vehicle-specific diag-
gasoline engines)
nostic functions (e.g. initiation of cyclical tests).
• Oxygen sensor heater
• Purging (gasoline engines)
• Secondary air injection (gasoline engines)
• Exhaust gas recirculation Identifiers (Mode $09)
• Smooth running detection (diesel engines)
• Fuel system (diesel engines) The previously used chassis number has now been
• Fuel tank leak test (gasoline engines in USA) replaced by a VIN (Vehicle Identification Number)
which is standardized worldwide. The VIN consists 
Continuous monitoring of 17 digits (combination of numbers and letters). The
first to eleventh digits are assigned a special meaning
Continuous monitoring means that a component or (manufacturer, manufacture year etc.) and the twelfth
system is permanently monitored from engine start to seventeenth digits represent the consecutive serial
until ignition OFF. The following components and number of the vehicle.
systems are continuously monitored:
• Combustion misfiring detection 
(gasoline engines)
• Self-adjustment of mixture formation
(gasoline engines)
• Intake air path (diesel engines)
• Glow system (diesel engines)
• Automatic transmission
• All other emissions-relevant components

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 17

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Test procedure
Fundamentals

The test procedures are separated into component
tests and function chain tests.
Component test
A component test is a test performed directly on a
component. It consists of:
• Monitoring the power supply and electric circuits
• Comparing the sensor signals with other sensor
signals and stored comparative values
There are three possible test results:
• Signal present (test passed)
• Signal not present (fault)
• Signal present but implausible (fault)
Example: Purging function chain
Pulsing the purge control valve when the engine is
under partial-load conditions causes the purge control
valve to open intermittently and fuel gases that are
stored in the activated charcoal canister are admitted
to the engine.
This enriches the combustion mixture.
By evaluating the oxygen sensor signal (upstream of
catalytic converter), the engine control unit deter-
mines that the exhaust has a lower oxygen content
and that the combustion mixture has been enriched.
If the oxygen sensor signal does not change at the
start of the purging process, this means that there is a
purging fault.

Function chain test

A function chain test is an indirect test of the effect of

a controlled change.
It is used to test individual components and systems
that cannot be tested by means of a component test.
A function chain is a controlled sequence of events
based on cause and effect. The engine control unit
actuates one or more components (cause) and evalu-
ates the resulting sensor signals (effect). The engine
control unit compares the sensor signals with the
stored comparative values in order to determine
whether components and systems are functioning
properly or malfunctioning.
Function chain tests are used to monitor the following:
• Combustion misfiring/smooth running detection
• Self-adjustment of mixture formation
• Secondary air injection
• Purging
• Tank leak test
• Catalytic converter function
• Oxygen sensors (aging and control)
• Oxygen sensor heater
1 Oxygen sensor signal before purging
• Exhaust gas recirculation 2 Actuation of purge control valve
3 Oxygen sensor signal at start of purging

G3/2 Oxygen sensor upstream of catalytic converter

N3/10 ME-SFI [ME] control unit (engine control unit)
Y58/1 Purge control valve

18 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Readiness codes

Fundamentals
In order to determine whether cyclically monitored Setting test readiness
components and systems are fault-free when reading
out the fault memory, these systems must be "test If individual systems or components (except exhaust
ready". gas recirculation) are not test ready, test readiness
A readiness code is used to indicate whether a compo- can be set manually using a diagnostic unit.
nent or system is test ready. To do so, the function chain sequence is started 
manually via a menu item in the diagnostic software.
The readiness code shows whether fault detection
tests have been performed at least once, indicating
that the component or system is active.
"Test readiness" is determined at least once per
driving cycle and, if the component or system is test
ready, a readiness code is set A readiness code will be
set if the vehicle has checked all of the components
belonging to a particular system at least once.
The test result is unimportant in terms of whether or
not a readiness code is set. A readiness code is set
even if the system or component is found to be faulty.
When fault codes are deleted (Mode $04), all readi- The structure and display format of readiness codes
ness codes are automatically reset. depends on:
• Vehicle manufacturer
• Vehicle model
A readiness code is set for all of the following compo- • Engine
nents and systems once they have been tested: • Read-out unit
• Catalytic converter function (gasoline engines)
• Oxygen sensors (aging and control)
(gasoline engines)
Example: Readiness code display
• Oxygen sensor heater
• Purging (gasoline engines)
• Secondary air injection (gasoline engines) Test readiness Test
• Exhaust gas recirculation completed
• Smooth running detection (diesel engines)
• Fuel system (diesel engines)
• Fuel tank leak test (gasoline engines in USA) Catalytic converter —

Oxygen sensors  —
(aging and function)

Oxygen sensor heater X

Purging X

Secondary air injection X

Exhaust gas recirculation —

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 19

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Monitored systems and components
On-board-diagnosis, gasoline engines

Input signals
A16/x Knock sensor B70 Crankshaft Hall sensor
B2/5 Hot film mass air flow sensor CAN Controller Area Network
B4/3 Fuel tank pressure sensor (for USA) G3/x O2 sensors upstream and downstream of TWC
B6/x Camshaft Hall sensor [KAT] (oxygen sensors)
B11/4 Coolant temperature sensor M16/6 Throttle valve actuator
B17 Intake air temperature sensor N3/10 ME-SFI [ME] control unit
B28 Pressure sensor (intake manifold) Y3/8n4 Fully integrated transmission control (VGS) 
B37 Accelerator pedal sensor control unit

The on-board diagnostic system on gasoline engines Monitoring of oxygen sensors

monitors the following emissions-relevant systems
and components (example is based on port injection):
Monitoring of catalytic converter function
Proper operation of the catalytic converter (conver-
sion rate) is monitored using a second oxygen sensor
installed downstream of the catalytic converter.
Monitoring of oxygen sensor heater
Oxygen sensor upstream of TWC [KAT] (wideband
oxygen sensor): The diagnostic procedure for the
sensor heater consists of testing the calibration and
Nernst cell resistance after engine start and moni-
toring the response speed of the oxygen sensor.
Oxygen sensor downstream of TWC [KAT] (planar
sensor): The diagnostic procedure for the sensor
heater consists of testing the Nernst cell resistance
and heater electrical circuit.
Correct control behavior and aging of the oxygen
sensor upstream of TWC [KAT] is detected by moni-
toring the lambda control frequency and the response
speed of the oxygen sensor.
Monitoring of self-adjustment of mixture 
formation
Faults with self-adjustment of the mixture formation
are detected by monitoring the signal of the oxygen
sensor upstream of TWC [KAT].
Combustion misfiring detection
Engine running is constantly monitored in order to
protect the catalytic converter from excessive thermal
stresses if combustion misfiring occurs. Combustion
misfiring is detected by evaluating very slight fluctua-
tions in the engine speed (crankshaft rpm).

20 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Monitored systems and components

On-board-diagnosis, gasoline engines

Output signals
A1e26 CHECK ENGINE indicator lamp (for USA) T1/x Ignition coils
A1e58 Engine diagnosis indicator lamp (except USA) X11/4 Data link connector
CAN Controller Area Network Y32 Air pump switchover valve
G3/x O2 sensors upstream and downstream of TWC Y49/x Camshaft solenoids
[KAT] (oxygen sensors) Y58/1 Purge control valve
M16/6 Throttle valve actuator Y58/4 Activated charcoal filter shutoff valve (for USA)
M33 Electric air pump Y62/x Fuel injection valves
N3/10 ME-SFI [ME] control unit

Monitoring of secondary air injection Monitoring of other emissions-relevant 

Secondary air injection brings the catalytic converter
to its operating temperature more quickly. Its opera-
tion is checked by means of a signal from the oxygen
sensor upstream of TWC [KAT].
Monitoring of purging
Enrichment of the combustion mixture when purging
is activated is detected by evaluating a signal from the
oxygen sensor upstream of TWC [KAT].
Monitoring of automatic transmission
The automatic transmission is checked for faults by
the fully integrated transmission control control unit.
If a fault occurs, it is transmitted to the ME-SFI [ME]
control unit via the CAN data bus or, as of 06/2007,
stored and managed independently by the fully inte-
grated transmission control control unit.
components
• Accelerator pedal sensor
• Intake air and coolant temperature sensor
• Intake manifold pressure sensor
• Camshaft Hall sensor and crankshaft Hall sensor
• Camshaft solenoids
• ME-SFI [ME] control unit (engine control unit)
• Fuel injection valves
• Ignition coils
• Knock sensor
• Hot film mass air flow sensor
• Throttle valve actuator
Fuel tank leak test (for USA)
Leaks in the air admission/ventilation system of the
fuel tank are detected by applying a vacuum. The
monitoring function also allows faults in the activated
charcoal filter shutoff valve to be detected.

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 21

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Monitored systems and components
On-board-diagnosis, diesel engines

Input signals
B2/5 Hot film mass air flow sensor B70 Crankshaft Hall sensor
B4/6 Rail pressure sensor CAN Controller Area Network
B5/1 Charge pressure sensor G3/x O2 sensors upstream of TWC [KAT] 
B6/x Camshaft Hall sensor (oxygen sensors)
B11/4 Coolant temperature sensor M16/5 Throttle valve actuator
B17/8 Charge air temperature sensor N3/9 CDI control unit
B19/x Exhaust gas temperature sensor (with DPF) N14/3 Glow time output stage
B28/5 Pressure sensor downstream of air filter R9 Glow plugs
B28/8 Pressure differential sensor (with DPF) Y3/8n4 Fully integrated transmission control (VGS) 
B37 Accelerator pedal sensor control unit
B50 Fuel temperature sensor

On diesel engines, the on-board diagnostic system Smooth running detection

monitors the following emissions-relevant systems
Engine running (smooth operation) is constantly moni-
and components:
tored in order to protect the catalytic converter from
Monitoring of oxygen sensor heater excessive thermal stresses if combustion misfiring
The diagnostic procedure for the sensor heater of the occurs. Combustion misfiring is detected by evalu-
ating very slight fluctuations in the engine speed
oxygen sensor (wideband oxygen sensor) consists of
(crankshaft rpm).
testing the calibration and Nernst cell resistance after
engine start and monitoring the response speed of the Monitoring of glow system
oxygen sensor. The glow time output stage checks itself and the glow
Monitoring of oxygen sensor plugs for faults and reports any faults that occur to the
CDI control unit.
Correct control behavior and aging of the oxygen
sensor is detected by monitoring the lambda control
frequency and the response speed of the oxygen
sensor.

22 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Monitored systems and components

On-board-diagnosis, diesel engines

Output signals
A1e16 Preglow indicator lamp N14/3 Glow time output stage
A1e26 CHECK ENGINE indicator lamp (for USA) R9 Glow plugs
A1e58 Engine diagnosis indicator lamp (except USA) X11/4 Data link connector
CAN Controller Area Network Y27/x Exhaust gas recirculation positioner
G3/x O2 sensors upstream of TWC [KAT]  Y74 Pressure regulator valve
(oxygen sensors) Y76/x Fuel injectors
M16/5 Throttle valve actuator Y94 Quantity control valve
M55 Intake port shutoff motor Y100 Boost pressure positioner
N3/9 CDI control unit

Monitoring of automatic transmission Monitoring of other emissions-relevant 

components
The automatic transmission is checked for faults by
the fully integrated transmission control control unit. • Accelerator pedal sensor
If a fault occurs, it is transmitted to the CDI control • Charge air and coolant temperature sensor
unit via the CAN data bus or, as of 06/2007, stored • Pressure sensor downstream of air filter and
and managed independently by the fully integrated charge air pressure sensor
transmission control control unit. • Camshaft Hall sensor and crankshaft Hall sensor
• Hot film mass air flow sensor
Monitoring of exhaust gas recirculation
• CDI control unit (engine control unit)
The function of the exhaust gas recirculation system is • Fuel injectors
tested with an actuator test on the exhaust gas recir- • Rail pressure sensor
culation positioner and evaluation of the oxygen • Pressure regulator valve
sensor signal. • Quantity control valve
Monitoring of diesel particulate filter (DPF) • Fuel temperature sensor
• Boost pressure positioner
The diesel particulate filter is tested by the pressure • Throttle valve actuator
differential sensor, which measures the exhaust gas • Intake port shutoff motor
pressure upstream and downstream of the diesel • Exhaust gas temperature sensor (with DPF)
particulate filter.

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 23

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Exhaust emissions inspection as per NEFZ
Exhaust emissions inspection
Exhaust emissions inspection for certifi-
cation
For new vehicle models to achieve certification, the
test vehicles must past an exhaust emissions inspec-
tion based on a standardized driving cycle.
EU example:
In the EU, the New European Driving Cycle (NEFZ) is
used as the basis for determining emissions and fuel
economy.
It consists of an Urban Driving Cycle (UDC) and an
Extra Urban Driving Cycle (EUDC). These driving
cycles are intended to simulate typical traffic 
situations on a roller dynamometer.
One NEFZ test cycle consists of:
• Cold start at 20°C
• Duration of 20 min
• Travel distance of 11 km
• Maximum speed of 120 km/h
The exhaust test for certification consists of the UDC
and EUDC test cycle. The emissions are measured
during the test and converted into a format which 
indicates the emissions level per kilometer traveled.
New European Driving Cycle (NEFZ)
UDC Urban Driving Cycle
EUDC Extra Urban Driving Cycle
24 b System Description of On-Board-Diagnosis II (OBD II/EOBD)
– This printout will not be recorded by the update service. Status: 07 / 2007 –
Exhaust emissions inspection for 
vehicles with OBD
The on-board-diagnosis system must also be checked
as part of the 2-year exhaust emissions inspection
(AU) on vehicles with the following production 
breakpoints:
• Passenger car gasoline engines as of 2000 in new
passenger car models and as of 2001 for all
passenger car models
• Passenger car diesel engines as of 2003 in new
passenger car models and as of 2004 for all
passenger car models
If fault codes or other discrepancies are found during
the test, no emissions inspection badge is issued.
Emissions inspection with OBD, initial
registration up to 31.12.2005
1. Visual inspection
The engine diagnosis/CHECK ENGINE indicator lamp
must illuminate with ignition ON and then go out once
the engine has been started.
2. Technical inspection
The emissions-relevant system data must be checked
for compliance with the specified vehicle values in
accordance with the instructions of the vehicle 
manufacturer.
 Exhaust emissions inspection with OBD
The following readouts must be obtained via the data
link connector with the engine and catalytic converter
at operating temperature:
• Fault memory
• Emissions-relevant system data:
- Idle speed 
- Engine temperature 
- Actual values which indicate whether the
emission control system is functioning properly
In addition, the following checks must be made at the
exhaust end pipe:
• Lambda value with a permissible deviation 
of r 2 % at increased idle speed
• CO content of the exhaust at increased idle speed
(at least 2500 rpm)
If the manufacturer does not specify a lambda (O)
value, O = 0.97 to 1.03 must be used as the permis-
sible value.
The highest permissible value for the CO content at
increased idle speed (including all tolerances) is 0.3
Vol % for EURO 3 and 0.2 Vol % for EURO 4.
The following conditions thus apply to workshop
emissions inspections:
• The engine diagnosis/CHECK ENGINE indicator
lamp must illuminate with ignition ON and then go
out once the engine has been started
• The fault memory must not contain any emissions-
relevant fault codes
• The idle speed must be within the tolerance
• It must be possible to read out the engine
temperature and other actual values via the data
link connector
• Emissions measurement must be performed at the
exhaust end pipe
System Description of On-Board-Diagnosis II (OBD II/EOBD) b
– This printout will not be recorded by the update service. Status: 07 / 2007 –
Exhaust emissions inspection
Emissions inspection, initial registration as 
of 01.01.2006
For vehicles with an initial registration as of 
01.01.2006, the only requirement is a visual inspec-
tion combined with reading out and checking the
emissions-relevant data stored in the vehicle e.g. fault
codes and readiness codes.
The following conditions thus apply to workshop
emissions inspections:
• The engine diagnosis/CHECK ENGINE indicator
lamp must illuminate with ignition ON and then go
out once the engine has been started
• The fault memory must not contain any emissions-
relevant fault codes
• The continuous and cyclical OBD monitoring tests
must be OK (readiness codes set)
• A visual inspection of the exhaust system for
completeness, leaks and damage must be
performed
Emissions measurement at the exhaust end pipe is not
required unless the inspector finds an obvious defect
with the emission control system or not all readiness
codes are set.
$ Fault memory
The fault memory must never be erased just before
an emissions inspection because this would also
reset the results of the OBD monitoring tests 
(readiness codes).
In this case, the vehicle would first have to run
through several driving cycles or the readiness
codes would have to be reproduced manually for
all cyclically monitored systems before the 
emissions inspection was performed.
25
 Data link connector
System components

The data link connector is the standardized interface

between the diagnostic unit (DAS or Generic Scan
Tool) and the OBD II/EOBD system of Mercedes-Benz
vehicles.

The data link connector is standardized in terms 

of shape, installation location and type of data 
transferred in accordance with "ISO15031-3“ 
and "SAE J1962“.

The connector of the data link connector has a speci-

fied shape and minimum number of pin assignments.
The remaining pin assignments are manufacturer-
specific i.e. each manufacturer can set up pins for
additional data/diagnostic access or additional
sensor data. X11/4 Data link connector

Installation location

The installation location must be selected in such a

way that it is easily accessible for service staff and
protected against accidental damage under normal
operating conditions.
It must be located in the driver cockpit area (up to
max. 300 mm in direction of front passenger along
vehicle longitudinal axis).

Pin assignment
1 Manufacturer-specific
2 Data transfer as per SAE J1850 (negative)
3 Manufacturer-specific (engine speed signal TNA/TD
on Mercedes-Benz up to 2004)
4 Vehicle ground (circuit 31)
5 Electronics ground (circuit 31)
6 CAN data bus (High) as per ISO15765-4
7 Data transfer as per ISO 9141-2 (K-line)
8 Manufacturer-specific 
(circuit 15/87 on Mercedes-Benz)
9 Manufacturer-specific
10 Data transfer as per SAE J1850 (positive)
11 Manufacturer-specific
12 Manufacturer-specific
13 Manufacturer-specific
14 CAN data bus (Low) as per ISO15765-4
15 Data transfer as per ISO 9141-2 (L-line)
16 Battery positive (circuit 30)

26 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Engine diagnosis indicator lamp/CHECK ENGINE

System components
The engine diagnosis/CHECK ENGINE indicator lamp
is the compulsory MIL (Malfunction Indicator Lamp)
for informing the driver of emissions-relevant faults 
on Mercedes-Benz vehicles.
This lamp is located on the instrument cluster and
consists of an ISO standardized yellow engine symbol
or, on USA vehicles, the words "check engine".
The indicator lamp is actuated by the engine 
control unit.

Illumination

The indicator lamp illuminates with ignition ON until

engine start (function test) and then permanently if 
an emissions-relevant fault occurs in two successive
driving cycles. A1e58 Engine diagnosis indicator lamp
An emissions-relevant fault that was previously stored
in the fault memory is indicated immediately if it
occurs again.
If the fault is classified as potentially damaging to 
the catalytic converter (e.g. multiple combustion
misfires), the indicator lamp flashes.

Switch-off

The indicator lamp switches off if the detected fault no

longer occurs in three successive driving cycles or if
the fault memory has been deleted (after repair).

A1e26 CHECK ENGINE indicator lamp (for USA)

$
Detected faults that are not emissions-relevant are
stored in the fault memory but not indicated to the
driver via the engine diagnosis/CHECK ENGINE
indicator lamp.

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 27

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Abbreviations
Annex

A/C EPA
Air Conditioning Environmental Protection Agency (USA)

AGR EU
Exhaust gas recirculation European Union

AU EUDC
Emissions inspection Extra Urban Driving Cycle

CAN ESP
Controller Area Network Electronic Stability Program

CARB EWG
California Air Resources Board European Economic Community

CDI ISO
Common Rail Diesel Injection International Organization for Standardization

CCR KAT
California Code of Regulations Catalytic Converter

CVN KWP
Calibration Verification Number Key Word Protocol

DAS LEV
Diagnosis Assistance System Low Emission Vehicle

DPF LKW
Diesel Particulate Filter Truck

DTC ME
Diagnostic Trouble Code Motronic with electronic accelerator

ECE MIL
Economic Commission for Europe Malfunction Indicator Lamp

EOBD MLIT
European On-Board-Diagnosis Ministry of Land, Infrastructure and Transport of Japan

28 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Abbreviations

Annex
NEFZ SONP
New European Driving Cycle Start of Normal Production

OBD VGS
On-Board Diagnosis Fully Integrated Transmission Control

UDC VIN
Urban Driving Cycle Vehicle Identification Number

USA VPWM
United States of America Variable Pulse Width Modulation

PCM VVT
Powertrain Control Module Variable Valve Timing

PCV WIS
Positive Crankcase Ventilation Workshop Information System

PID
Parameter Identifier

PKW
Passenger Car

PVE
Production Vehicle Evaluation (California)

PWM
Pulse Width Modulation

RBM
Rate Based Monitoring

SAE
Society of Automotive Engineers (USA)

SCN
Software Calibration Number

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 29

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Guidelines and standards
Annex

Guideline ISO standard SAE standard

Legal basis in EU 70/220/EEC — —

Annex XI

Legal basis for OBDII as of model year 2004 CCR title 13 — —

in USA section 1968.2

Diagnosis test modes (Mode 1...9) — ISO 15031-5 SAE J1979

Standardized fault codes (DTC) — ISO 15031-6 SAE J2012

Fault display with commercially available — ISO 15031-4 SAE J1978

read-out unit (Generic Scan Tool)

Standardized designations and abbrevia- — ISO 15031-2 SAE J1930

tions for components and systems

Diagnostic socket — ISO 15031-3 SAE J1962

Tamper protection — ISO 15031-7 SAE J2186

KWP transmission protocol — ISO 9141-2 SAE J1979

KWP 2000 transmission protocol — ISO 14230-4 SAE J1979

VPWM transmission protocol — — SAE J1850

PWM transmission protocol — — SAE J1850

CAN transmission protocol — ISO 15765-4 —

30 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Index

Annex
C I
CAN network . . . . . . . . . . . . . . . . . . . . . 12 Identifiers . . . . . . . . . . . . . . . . . . . . . . . 17
CHECK ENGINE indicator lamp . . . . . . . . . . . 27
Component test . . . . . . . . . . . . . . . . . . . . 18 L
Consequential fault . . . . . . . . . . . . . . . . . . 16 Lambda control loop values . . . . . . . . . . . . . 17
Continuous monitoring . . . . . . . . . . . . . . . . 17 Legal bases in California . . . . . . . . . . . . . . . 10
CVN coding . . . . . . . . . . . . . . . . . . . . . . 13 Legal bases in ECE . . . . . . . . . . . . . . . . . . 11

Cyclical monitoring . . . . . . . . . . . . . . . . . . 17 Legal bases in EU . . . . . . . . . . . . . . . . . . . .8

Legal bases in Japan . . . . . . . . . . . . . . . . . 11
D Legal bases in USA . . . . . . . . . . . . . . . . . . .9
Data interface . . . . . . . . . . . . . . . . . . . . . 12
Data link connector . . . . . . . . . . . . . . . . . . 26 M
Diagnosis Assistance System . . . . . . . . . . . . 11 Manufacturer-specific OBD data . . . . . . . . . . 17
Diagnostic equipment . . . . . . . . . . . . . . . . 12
N
Diesel engine input signals . . . . . . . . . . . . . . 22
NEFZ . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Diesel engine output signals . . . . . . . . . . . . . 23
Driving cycle . . . . . . . . . . . . . . . . . . . . . . 16 O
OBD history . . . . . . . . . . . . . . . . . . . . . . . 7
E
On-Board-Diagnosis I . . . . . . . . . . . . . . . . . 6
Engine control unit self-monitoring . . . . . . . . . 17
On-board-diagnosis II . . . . . . . . . . . . . . . . . 6
Engine diagnosis indicator lamp . . . . . . . . . . . 27
Exhaust emissions inspection with OBD . . . . . . 24 P
Exhaust test for certification . . . . . . . . . . . . . 24 Pending DTC fault storage . . . . . . . . . . . . . . 16

F R
Fault codes . . . . . . . . . . . . . . . . . . . . . . . 15 Readiness codes . . . . . . . . . . . . . . . . . . . 19
Fault deletion . . . . . . . . . . . . . . . . . . . . . 16
Fault detection . . . . . . . . . . . . . . . . . . . . 16 S
Fault display . . . . . . . . . . . . . . . . . . . . . . 16 SCN coding . . . . . . . . . . . . . . . . . . . . . . 13
Fault freeze frame data . . . . . . . . . . . . . . . . 14 Stored DTC fault storage . . . . . . . . . . . . . . 16
Function chain . . . . . . . . . . . . . . . . . . . . . 18 Summary of guidelines and standards . . . . . . . 30
Function chain test . . . . . . . . . . . . . . . . . . 18
T
G Tamper protection . . . . . . . . . . . . . . . . . . 13
Gasoline engine input signals . . . . . . . . . . . . 20 Test procedure . . . . . . . . . . . . . . . . . . . . 18
Gasoline engine output signals . . . . . . . . . . . 21 Test readiness . . . . . . . . . . . . . . . . . . . . 19
Transmission protocols . . . . . . . . . . . . . . . 13

System Description of On-Board-Diagnosis II (OBD II/EOBD) b 31

– This printout will not be recorded by the update service. Status: 07 / 2007 –
 Notes
Annex

32 b System Description of On-Board-Diagnosis II (OBD II/EOBD)

– This printout will not be recorded by the update service. Status: 07 / 2007 –