(OBDII) SYSTEMS

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 COURSE OUTLINE

• Overview of OBDII

– Getting Vehicles “Ready”

– Key Features of OBDII
– Results of OBDII tests in I/M Programs
– Future OBD Requirements

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 Overview of OBDII Systems
• OBD IS NOT NEW! It was invented by
automakers in the early 80s to help diagnose
computer controlled engine systems.

• While being a promising concept, early OBD

systems had major limitations.

• OBDII regulations were developed to maximize

the benefits of onboard diagnostic systems.

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Overview of OBDII Systems
• The federal government established regulations
that required all vehicles to meet specific and
consistent requirements for a second generation
of onboard diagnostics; this is termed OBDII.
• This second generation OBD system was phased
in starting in model year 1994. By the 1996 model
year, all light-duty vehicles, and by 2004 all
medium-duty vehicles sold in the United States
had to meet OBDII standards.
• The primary purpose of OBDII is to insure that
vehicles emit the minimum amount of pollutants
through their useful life.

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Features of OBDII Systems
• Standardized protocols for communicating with
scan tools through a standardized data link
connector (DLC) located in an easily accessible
location
• Determination and recording of readiness status of
emission control system monitors
• Standardized requirements for illumination of the
malfunction indicator lamp (MIL)
• Standardized diagnostic trouble codes (DTCs)
• Freeze frame

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Standardized Data Link Connector (DLC)

• OBDII regulations require that manufacturers use a

standardized diagnostic connector. This is to allow a generic
scan tool to be used on all OBDII equipped systems.

• The connectors for early OBD systems were not

standardized. Technicians need a wide variety of interfaces to
properly connect to early OBD systems on different vehicles.

• The newly designed diagnostic connector for OBDII, officially

known as the DLC, contains 16 terminals. Seven of these are
OBDII specific, while the remaining nine are reserved for the
discretionary purposes of the manufacturer.

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 Standardized Communication Protocol

• OBDII regulations have required that manufacturers

use a few different standardized communications
protocols. This was to allow a generic scan tool to
be used on all OBDII equipped systems.
• Due to improved technology and resolving
compatibility issues in communication,
manufacturers are now phasing in a common
communication protocol: Controller Area Network
(CAN).
• By the model year 2008 all manufacturers must
communicate to OBD II approved scan tools using
CAN. Phase in began in 2003.

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 Controller Area Network (CAN)

• The CAN communication system operates over two

wires in the DLC at much faster rates than any
previous communication protocol.
• Vehicles communicating with CAN are capable of
providing over 200 data parameters with a greatly
increased update rate.
• Many OBD II scan tools will not be able to
communicate with CAN vehicles unless they are
upgraded or replaced. Most scan tool manufacturers
have already produced updates or new tools,
contact your provider for more information.

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DLC DLC

CAN will use pins 6 and 14

All connectors should also have pins 4 (Chassis Ground), 5 (Signal Ground), and 16 (Battery Positive).

Pin 2 Pin 6 Pin 7 Pin 10 Pin 14 Pin 15 Standard

USES - - - - J1850 PWM

USES - - - - - J1850 VPW

ISO9141/14230
- - USES - - USES KEYWORD

ISO15765
- USES - - USES - CAN

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 DLC Location
• The diagnostic connector is required to be located
between the driver’s end of the instrument panel and
approximately one-foot beyond the vehicle centerline,
on or below the instrument panel.
• On most vehicles, the connector is located beneath
the instrument panel, near the steering column. And
the connector is usually exposed.
• Some vehicles have hard to find DLCs.

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Typical DLC Location

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Not So Typical DLC Locations
Back Seat

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Hidden Behind Cover

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Hidden Behind Two Covers

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Hidden Behind Wood Cover

15
 % of Vehicles with
Communication Problems

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 READINESS
• OBDII systems have up to 11 diagnostic monitors.
Diagnostic monitors are periodic tests run on specific
systems and components to ensure that they are
performing within their prescribed range.
• OBDII systems must indicate whether or not the
onboard diagnostic system has monitored each
component or system.
• Components or systems that have been diagnosed
are termed “ready”. This means they were tested, not
that they passed the test.
• The purpose of recording readiness status is to allow
technicians to determine if the vehicle’s OBDII system
has tested the components and/or systems.
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 READINESS (Continued)
• Once a monitor has been set to “ready”, it will
continue to indicate “ready” unless the vehicle’s
battery is disconnected or codes are cleared, with a
few exceptions.
• Normally, the readiness status of all components or
systems will be “ready”.
• However, if the vehicle’s PCM (Powertrain Control
Module (PCM is OBD II terminology for the powertrain
computer) has lost power, or if DTCs have been
recently cleared with a scan tool, all non-continuous
components or systems will be set to “not ready”.

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% of Vehicles Not Ready
(>2 Monitors Not Ready)

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Non-Continuous Monitors
• The monitors listed below are termed non-continuous
monitors:

 02 Sensor
 O2 Sensor Heater
 Catalyst
 Evaporative System
 EGR System
 Secondary AIR System
 Others if vehicle is so equipped (heated catalyst, and
A/C system)

• Readiness is an issue only with these non-continuous

monitors.

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 Enabling Criteria
• Non-continuous monitors can only run (test the
system) when the vehicle conditions are appropriate
for testing. These operating parameters are typically
termed enabling criteria.

• As an example, the catalytic converter could not be

tested when the vehicle was cold (the cat was not “lit”)
or when the throttle was wide open (no converter can
manage full enrichment emissions). The PCM could
also not test the system if a major input signal was
faulty, if the Mass Airflow (MAF) sensor or an O2S
were faulty, the PCM would not be able to regulate fuel
or evaluate the converter.

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 Typical Criteria
• No DTCs set
• Barometric pressure exceeds 75 KPA (below
roughly 14,000 feet
• At start-up, IAT & ECT is between 40º and 100º F
• ECT is not more than 12º greater than IAT
• Fuel tank level is between 25% and 75%
• The TPS is between 9% and 35%
• The EVAP purge solenoid is at 50% PWM within
65 seconds of run time

Whenever these criteria are met the PCM will run

the EVAP monitor

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 Sensor Monitor
• The Oxygen Sensor (O2S) Monitor consists of
two tests:
• Sensor amplitude test -- The PCM switches the air
fuel ratio rich and lean to see that the O2S can
produce a voltage at the low and high threshold,
typically .2 and .8 volts.
• Sensor switch rate test – The PCM switches the air
fuel ratio at a specified rate and watches the rate
of change from the O2S above and below the rich
lean threshold. It must typically switch in 50 to 100
milliseconds.

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Oxygen Sensor Heater Monitor
• The Oxygen Sensor (O2S) Heater Monitor
tests to be sure that the heater circuit is
functional.
• Manufacturers perform this testing using
several different methods. Typical tests
include: testing after a cold start and watching
the time until O2S activity; monitoring current
flow through the heater element; and cycling
the heater on and off and watching the
change in current as resistance increases.
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% of Vehicles with O2S Monitor
Not Ready
12.00%

10.00%
OR
8.00%
WI
6.00%
IL
4.00% CA

2.00% TX

0.00%
1996 1997 1998 Overall

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% of Vehicles with O2S Heater
Monitor Not Ready
8.00%
7.00%
6.00%
5.00% OR

4.00% WI
3.00% IL
2.00% TX
1.00%
0.00%
1996 1997 1998 Overall

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 Catalyst Monitor
• The three-way catalytic converter is used to
convert the primary exhaust pollutants (HC, CO
and NOx) into carbon dioxide (CO2), water (H2O)
and nitrogen.
• The cat monitor diagnoses the catalytic converter
by comparing the signal between the upstream
and downstream oxygen sensors.
• The catalyst must be 60% efficient to pass the
test. Many early OBD II vehicles are now failing
this test and setting a P0420 DTC.

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 Catalyst Passed

The pre-cat O2S in red is switching normally. At the mid point of

the recording the PCM begins the catalyst monitor by switching
the A/F ratio at a steady and high frequency. The front O2S
shows fine amplitude and switch rate.
The post-cat O2S in blue is staying steady both before and after
the test. This indicates that the converter is doing its job of using
oxygen to oxidize hydrocarbons.

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