OBD2 Frame Format or Message structure

The OBD2 (On-Board Diagnostics 2) frame structure is used to communicate between a vehicle's onboard
computer system (ECU) and an OBD2 diagnostic tool or scanner. It consists of several fields that help organize
and transmit data. The standard OBD2 frame structure is shown in the figure which is specific to CAN protocol.

These fields help organize and convey information about the vehicle's performance and diagnostic data. Here
are the common fields found in an OBD2 message.

Identifier : For OBD2 messages, the identifier is standard 11-bit and used to distinguish between "request
messages" (ID 7DF) and "response messages" (ID 7E8 to 7EF). Note that 7E8 will typically be where the main
engine or ECU responds at.

Length (#bytes) : This simply reflects the length in number of bytes of the remaining data (03 to 06). For the
Vehicle Speed example, it is 02 for the request (since only 01 and 0D follow), while for the response it is 03 as
both 41, 0D and 32 follow.

Mode : The mode field specifies the type of request or command being sent. Common modes include:
Mode 01: Show current data (real-time data)
Mode 02: Show freeze frame data
Mode 03: Show stored Diagnostic Trouble Codes (DTCs)
Mode 04: Clear DTCs
Mode 05: Show oxygen sensor monitoring test results
Mode 06: Show On-Board Monitoring Test Results
Mode 09: Request vehicle information
Mode 0A: Permanent DTCs (not supported by all vehicles)

PID (Parameter ID) : The PID field specifies the specific data parameter or sensor value being requested or
reported. PIDs are used to identify the type of data in the message, such as engine RPM, vehicle speed, oxygen
sensor voltage, and more.

Data Bytes : The data bytes field contains the actual data values corresponding to the PID. The number and
meaning of data bytes vary depending on the PID and the mode. For example, the engine coolant temperature
may be reported as a single data byte representing the temperature in degrees Celsius.

Checksum : The checksum field is used to verify the integrity of the message. It is calculated based on the
other fields in the message and is used to ensure that the message has been received accurately.

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Header and Footer : OBD2 messages also typically include a header and footer to mark the beginning and end
of each message. These elements help ensure that the OBD2 scanner and the vehicle's ECU can properly
identify and separate individual messages.
A, B, C, D : As mentioned in the figure, these are the data bytes in HEX, which need to be converted to decimal
form before they are used in the PID formula calculations. Note that the last data byte (after Dh) is not used.

The specific format and structure of OBD2 messages can vary depending on the communication protocol used
(e.g., ISO 9141-2, ISO 14230-4, ISO 15765-4), but the fields mentioned above are common elements in OBD2
messages. The format may also include additional fields for addressing and control purposes, depending on the
communication protocol. OBD2 diagnostic tools and scanners handle the message formatting and interpretation,
making it easier for users to access and understand vehicle diagnostic information.

Table of OBD2 PIDs

OBD2 (On-Board Diagnostics 2) Parameter IDs (PIDs) are specific codes used to request real-time data from
various sensors and systems within a vehicle. These PIDs allow diagnostic tools to access and display
information about the vehicle's performance and condition. The specific PIDs available can vary from one
vehicle to another, but there is a standardized set of PIDs defined by the OBD2 protocol.

PIDs Data bytes

Description Min value Max value Units Formula[a]
(hex) return
Bit encoded [A7..D0] ==
PIDs supported [$01 -
00 4 [PID $01..PID $20] See
$20]
below
Monitor status since DTCs
cleared. (Includes
malfunction indicator lamp
01 4 (MIL), status and number Bit encoded. See below
of DTCs, components
tests, DTC readiness
checks)
DTC that caused freeze
02 2 Decoded as in service 3
frame to be stored.
03 2 Fuel system status Bit encoded. See below
04 1 Calculated engine load 0 100 % A100/255
Engine coolant
05 1 -40 215 °C A-40
temperature
-100
99.2 (Add
Short term fuel trim (Reduce
06 1 Fuel: Too % A100/128-100
(STFT)—Bank 1 Fuel: Too
Lean)
Rich)
-100
99.2 (Add
Long term fuel trim (Reduce
07 1 Fuel: Too % A100/128-100
(LTFT)—Bank 1 Fuel: Too
Lean)
Rich)

2
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
-100
99.2 (Add
Short term fuel trim (Reduce
08 1 Fuel: Too % A100/128-100
(STFT)—Bank 2 Fuel: Too
Lean)
Rich)
-100
99.2 (Add
Long term fuel trim (Reduce
09 1 Fuel: Too % A100/128-100
(LTFT)—Bank 2 Fuel: Too
Lean)
Rich)
Fuel pressure (gauge
0A 1 0 765 kPa A3
pressure)
Intake manifold absolute
0B 1 0 255 kPa A
pressure
0C 2 Engine speed 0 16,383.75 rpm (256A+B)/4
0D 1 Vehicle speed 0 255 km/h A
° before
0E 1 Timing advance -64 63.5 A/2-64
TDC
0F 1 Intake air temperature -40 215 °C A-40
Mass air flow sensor
10 2 0 655.35 g/s (256A+B)/100
(MAF) air flow rate
11 1 Throttle position 0 100 % A100/255
Commanded secondary air
12 1 Bit encoded. See below
status
[A0..A3] == Bank 1,
Oxygen sensors present (in
13 1 Sensors 1-4. [A4..A7] ==
2 banks)
Bank 2...
A/200
Oxygen Sensor 1 V
0 1.275 B100/128-100
14 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 2 V
0 1.275 B100/128-100
15 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 3 V
0 1.275 B100/128-100
16 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 4 V
0 1.275 B100/128-100
17 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)

3
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
A/200
Oxygen Sensor 5 V
0 1.275 B100/128-100
18 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 6 V
0 1.275 B100/128-100
19 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 7 V
0 1.275 B100/128-100
1A 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
A/200
Oxygen Sensor 8 V
0 1.275 B100/128-100
1B 2 A: Voltage
-100 99.2 (if B==$FF, sensor is not
B: Short term fuel trim %
used in trim calculation)
OBD standards this
1C 1 1 250 enumerated. See below
vehicle conforms to
Similar to PID $13, but
[A0..A7] == [B1S1,
Oxygen sensors present (in
1D 1 B1S2, B2S1, B2S2,
4 banks)
B3S1, B3S2, B4S1,
B4S2]
A0 == Power Take Off
(PTO) status (1 ==
1E 1 Auxiliary input status
active)
[A1..A7] not used
1F 2 Run time since engine start 0 65,535 s 256A+B
Bit encoded [A7..D0] ==
PIDs supported [$21 -
20 4 [PID $21..PID $40] See
$40]
below
Distance traveled with
21 2 malfunction indicator lamp 0 65,535 km 256A+B
(MIL) on
Fuel Rail Pressure
22 2 (relative to manifold 0 5177.265 kPa 0.079(256A+B)
vacuum)
Fuel Rail Gauge Pressure
23 2 (diesel, or gasoline direct 0 655,350 kPa 10(256A+B)
injection)
Oxygen Sensor 1 0 <2 ratio (2/65536)(256A+B)
24 4
AB: Air-Fuel Equivalence 0 <8 V (8/65536)(256C+D)

4
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Ratio (lambda,λ)
CD: Voltage
Oxygen Sensor 2
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
25 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 3
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
26 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 4
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
27 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 5
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
28 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 6
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
29 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 7
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
2A 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
Oxygen Sensor 8
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
2B 4
Ratio (lambda,λ) 0 <8 V (8/65536)(256C+D)
CD: Voltage
2C 1 Commanded EGR 0 100 % 100A/255
2D 1 EGR Error -100 99.2 % 100A/128-100
Commanded evaporative
2E 1 0 100 % 100A/255
purge
2F 1 Fuel Tank Level Input 0 100 % 100A/255
Warm-ups since codes
30 1 0 255 A
cleared
Distance traveled since
31 2 0 65,535 km 256A+B
codes cleared
Evap. System Vapor (256A+B)/4
32 2 -8,192 8191.75 Pa
Pressure

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PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
(AB is two's complement
signed)[3]
Absolute Barometric
33 1 0 255 kPa A
Pressure
Oxygen Sensor 1
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
34 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 2
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
35 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 3
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
36 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 4
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
37 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 5
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
38 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 6
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
39 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 7
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
3A 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Oxygen Sensor 8
AB: Air-Fuel Equivalence 0 <2 ratio (2/65536)(256A+B)
3B 4
Ratio (lambda,λ) -128 <128 mA (256C+D)/256-128
CD: Current
Catalyst Temperature:
3C 2 -40 6,513.5 °C (256A+B)/10-40
Bank 1, Sensor 1
Catalyst Temperature:
3D 2 -40 6,513.5 °C (256A+B)/10-40
Bank 2, Sensor 1
Catalyst Temperature:
3E 2 -40 6,513.5 °C (256A+B)/10-40
Bank 1, Sensor 2

6
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Catalyst Temperature:
3F 2 -40 6,513.5 °C (256A+B)/10-40
Bank 2, Sensor 2
Bit encoded [A7..D0] ==
PIDs supported [$41 -
40 4 [PID $41..PID $60] See
$60]
below
Monitor status this drive
41 4 Bit encoded. See below
cycle
42 2 Control module voltage 0 65.535 V (256A+B)/1000
43 2 Absolute load value 0 25,700 % (100/255)(256A+B)
Commanded Air-Fuel
44 2 Equivalence Ratio 0 <2 ratio (2/65536)(256A+B)
(lambda,λ)
45 1 Relative throttle position 0 100 % (100/255)A
46 1 Ambient air temperature -40 215 °C A-40
Absolute throttle position
47 1 0 100 % (100/255)A
B
Absolute throttle position
48 1 0 100 % (100/255)A
C
Accelerator pedal position
49 1 0 100 % (100/255)A
D
Accelerator pedal position
4A 1 0 100 % (100/255)A
E
Accelerator pedal position
4B 1 0 100 % (100/255)A
F
Commanded throttle
4C 1 0 100 % (100/255)A
actuator
4D 2 Time run with MIL on 0 65,535 min 256A+B
Time since trouble codes
4E 2 0 65,535 min 256A+B
cleared
Maximum value for Fuel–
Air equivalence ratio,
oxygen sensor voltage, 255, 255, 255, ratio, V,
4F 4 0, 0, 0, 0 A,B,C,D x 10
oxygen sensor current, and 2550 mA, kPa
intake manifold absolute
pressure
Maximum value for air
A x 10; B, C and D are
50 4 flow rate from mass air 0 2550 g/s
reserved for future use
flow sensor
From fuel type table see
51 1 Fuel Type
below

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PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
52 1 Ethanol fuel % 0 100 % 100A/255
Absolute Evap system
53 2 0 327.675 kPa (256A+B)/200
Vapor Pressure
Evap system vapor 256A+B (AB is two's
54 2 -32,768 32,767 Pa
pressure complement signed)[3]
Short term secondary
100A/128-100
55 2 oxygen sensor trim, A: -100 99.2 %
100B/128-100
bank 1, B: bank 3
Long term secondary
100A/128-100
56 2 oxygen sensor trim, A: -100 99.2 %
100B/128-100
bank 1, B: bank 3
Short term secondary
100A/128-100
57 2 oxygen sensor trim, A: -100 99.2 %
100B/128-100
bank 2, B: bank 4
Long term secondary
100A/128-100
58 2 oxygen sensor trim, A: -100 99.2 %
100B/128-100
bank 2, B: bank 4
59 2 Fuel rail absolute pressure 0 655,350 kPa 10(256A+B)
Relative accelerator pedal
5A 1 0 100 % 100A/255
position
Hybrid battery pack
5B 1 0 100 % 100A/255
remaining life
5C 1 Engine oil temperature -40 210 °C A-40
5D 2 Fuel injection timing -210.00 301.992 ° (256A+B)/128-210
5E 2 Engine fuel rate 0 3212.75 L/h (256A+B)/20
Emission requirements to
5F 1 Bit Encoded
which vehicle is designed
Bit encoded [A7..D0] ==
PIDs supported [$61 -
60 4 [PID $61..PID $80] See
$80]
below
Driver's demand engine -
61 1 -125 130 % A-125
percent torque
Actual engine - percent
62 1 -125 130 % A-125
torque
63 2 Engine reference torque 0 65,535 N⋅m 256A+B
A-125 Idle
B-125 Engine point 1
64 5 Engine percent torque data -125 130 % C-125 Engine point 2
D-125 Engine point 3
E-125 Engine point 4

8
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Auxiliary input / output
65 2 Bit Encoded
supported
[A0]== Sensor A
Supported
[A1]== Sensor B
66 5 Mass air flow sensor 0 2047.96875 g/s
Supported
Sensor A:(256B+C)/32
Sensor B:(256D+E)/32
[A0]== Sensor 1
Supported
Engine coolant [A1]== Sensor 2
67 3 -40 215 °C
temperature Supported
Sensor 1: B-40
Sensor 2: C-40
[A0]== Sensor 1
Supported
Intake air temperature [A1]== Sensor 2
68 3 -40 215 °C
sensor Supported
Sensor 1: B-40
Sensor 2: C-40
Actual EGR, Commanded
69 7
EGR, and EGR Error
Commanded Diesel intake
air flow control and
6A 5
relative intake air flow
position
Exhaust gas recirculation
6B 5
temperature
Commanded throttle
6C 5 actuator control and
relative throttle position
Fuel pressure control
6D 11
system
Injection pressure control
6E 9
system
Turbocharger compressor
6F 3
inlet pressure
70 10 Boost pressure control
Variable Geometry turbo
71 6
(VGT) control
72 5 Wastegate control
73 5 Exhaust pressure
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PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
74 5 Turbocharger RPM
75 7 Turbocharger temperature
76 7 Turbocharger temperature
Charge air cooler
77 5
temperature (CACT)
Exhaust Gas temperature
78 9 Special PID. See below
(EGT) Bank 1
Exhaust Gas temperature
79 9 Special PID. See below
(EGT) Bank 2
Diesel particulate filter
(DPF)
7A 7
differential pressure
Diesel particulate filter
7B 7
(DPF)
Diesel Particulate filter
7C 9 °C (256A+B)/10-40
(DPF) temperature
NOx NTE (Not-To-
7D 1
Exceed) control area status
PM NTE (Not-To-Exceed)
7E 1
control area status
7F 13 Engine run time [b] s
Bit encoded [A7..D0] ==
PIDs supported [$81 -
80 4 [PID $81..PID $A0] See
$A0]
below
Engine run time for
81 41 Auxiliary Emissions
Control Device(AECD)
Engine run time for
82 41 Auxiliary Emissions
Control Device(AECD)
83 9 NOx sensor
Manifold surface
84 1
temperature
85 10 NOx reagent system % 100E/255
Particulate matter (PM)
86 5
sensor
Intake manifold absolute
87 5
pressure
88 13 SCR Induce System
10
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Run Time for AECD #11-
89 41
#15
Run Time for AECD #16-
8A 41
#20
8B 7 Diesel Aftertreatment
8C 17 O2 Sensor (Wide Range)
8D 1 Throttle Position G 0 100 %
Engine Friction - Percent
8E 1 -125 130 % A-125
Torque
8F 7 PM Sensor Bank 1 & 2
WWH-OBD Vehicle OBD
90 3 h
System Information
WWH-OBD Vehicle OBD
91 5 h
System Information
92 2 Fuel System Control
WWH-OBD Vehicle OBD
93 3 h
Counters support
NOx Warning And
94 12
Inducement System
Exhaust Gas Temperature
98 9
Sensor
Exhaust Gas Temperature
99 9
Sensor
Hybrid/EV Vehicle
9A 6 System Data, Battery,
Voltage
Diesel Exhaust Fluid
9B 4 % 100D/255
Sensor Data
9C 17 O2 Sensor Data
9D 4 Engine Fuel Rate g/s
9E 2 Engine Exhaust Flow Rate kg/h
Fuel System Percentage
9F 9
Use
Bit encoded [A7..D0] ==
PIDs supported [$A1 -
A0 4 [PID $A1..PID $C0] See
$C0]
below
NOx Sensor Corrected
A1 9 ppm
Data
A2 2 Cylinder Fuel Rate 0 2047.96875 mg/stroke (256A+B)/32

11
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Evap System Vapor
A3 9 Pa
Pressure
[A1]==Supported
A4 4 Transmission Actual Gear 0 65.535 ratio
(256C+D)/1000
[A0]= 1:Supported;
Commanded Diesel
A5 4 0 127.5 % 0:Unsupported
Exhaust Fluid Dosing
B/2
A6 4 Odometer [c] 0 429,496,729.5 km (A2 +B2 +C28+D)/10
24 16

NOx Sensor Concentration

A7 4
Sensors 3 and 4
NOx Sensor Corrected
A8 4 Concentration Sensors 3
and 4
[A0]= 1:Supported;
A9 4 ABS Disable Switch State 0:Unsupported
[B0]= 1:Yes;0:No
Bit encoded [A7..D0] ==
PIDs supported [$C1 -
C0 4 [PID $C1..PID $E0] See
$E0]
below
Returns numerous data,
including Drive
C3 2 Fuel Level Input A/B 0 25,700 %
Condition ID and Engine
Speed*
B5 is Engine Idle Request
B6 is Engine Stop
Exhaust Particulate
seconds / Request*
C4 8 Control System Diagnostic 0 4,294,967,295
Count First byte = Time in
Time/Count
seconds
Second byte = Count
C5 4 Fuel Pressure A and B 0 5,177 kPa
Byte 1 - Particulate control
- driver inducement
system status
Byte 2,3 - Removal or
block of the particulate
aftertreatment system
C6 7 0 65,535 h
counter
Byte 4,5 - Liquid regent
injection system (e.g. fuel-
borne catalyst) failure
counter
Byte 6,7 - Malfunction of

12
PIDs Data bytes
Description Min value Max value Units Formula[a]
(hex) return
Particulate control
monitoring system counter
Distance Since Reflash or
C7 2 0 65,535 km
Module Replacement
NOx Control Diagnostic
(NCD) and Particulate
C8 1 - - Bit
Control Diagnostic (PCD)
Warning Lamp status

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

CAN (11-bit) bus format

As defined in ISO 15765-4, emissions protocols (including OBD-II, EOBD, UDS, etc.) use the ISO-TP
transport layer (ISO 15765-2). All CAN frames sent using ISO-TP use a data length of 8 bytes (and DLC of 8).
It is recommended to pad the unused data bytes with 0xCC.

The PID query and response occurs on the vehicle's CAN bus. Standard OBD requests and responses use
functional addresses. The diagnostic reader initiates a query using CAN ID 7DFh, which acts as a broadcast
address, and accepts responses from any ID in the range 7E8h to 7EFh. ECUs that can respond to OBD queries
listen both to the functional broadcast ID of 7DFh and one assigned ID in the range 7E0h to 7E7h. Their
response has an ID of their assigned ID plus 8 e.g. 7E8h through 7EFh.

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