Obd2 Codes List Pdf

[Elenor Waas]

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This list contains standard diagnostic trouble codes (DTC's) that are usedby all manufacturers to identify vehicle problems. The codes provide beloware generic codes that may not apply to all vehicles. Vehicle manufacturersmay use manufacturer specific DTC codes that differ slightly from the codes below.

We recommend that you not depend on the DTC codes in this list for vehiclerepairs until you confirm the generic DTC codes apply to your vehicle(s). Thelist below is for information purposes only and is not intended for use in vehiclerepairs.

In fact this is not how the OBD (on board diagnostic) system is supposed to work at all. If you have an 02 sensor code that simply means that the computer has found a problem in the oxygen sensing system. It could be bad wiring, a faulty catalytic converter, a vacuum leak, plugged or leaking fuel injector, etc...and the list goes on.

Add to that the fact that people usually talk to their family and friends about this problem (most of whom know very little about the codes) and you have a situation where it is nearly impossible to figure out what is causing the codes.

Somecars or trucks will have one of two things that will commonly fixcertain codes, but for most vehicles there are a list of possibleproblems that need to be checked out. I have listed the commoncauses for each type of trouble code below... including additional details on what triggers it in the first place.

This code is pretty much the same as p0171 it is just that the conditionis found on the opposite side of the exhaust system. You'll be take tothe same article, but these two codes are interchangeable.

This code is likely caused by something other than a single spark plugor a single fuel injector. Since it is for multiple cylinders and/orrandom it is likely something that affects all cylinders. Things likelow compression and multiple plugged injectors will cause it.

This is an article that covers all of the misfire codes. P0301-p0312...p0301 is for a misfire on cylinder 1 and p0302 is for cylinder 2, etc. Read more about all the things that might be causing your vehicle to be giving you this code.

There are a good number of things that can cause this code. Many peoplejust go replace their CMP (camshaft position sensor). Then they startdriving their car or truck just to find that the check engine lightcomes right back on with the same code.

EGR (exhaust gas re circulation) codes are tricky. This is another oneof the common ones where people just go replace their EGR valve only tofind that it's not the problem. This system is fairly complicated so besure to know all the possible causes before you start replacing parts.

The catalytic converter is constantly being monitored by the PCM (usingthe 02 sensors) to be sure that is cleaning the exhaust properly. Whenit finds that it's not it will set this code. Before spending $500-$1500replacing the CAT, find out if there are other things that might becausing the problem.

The EVAP system is supposed to collect excess fuel vapors and store them until they can be burned in the engine. When they don't flow back to the engine like they should this code comes up. Find out what would trigger this OBD2 code.

Gross Leak - You guessed it! This is a huge leak in the EVAP system. A lot of the time this is something that you can find yourself. Find out what are the most common causes of this OBDII code right here.

To troubleshoot, repair and maintain your vehicle, you'll need diagnostic and repair information that is specific to your car or truck. For this I personally use and recommend ALLDATAdiy. With full manuals for over 30,000 vehicles online, you will find an exact match for your vehicle's year, make and model.

Besides being cheaper than a factory manual, they also offer step by step repair instructions and detailed diagrams beyond what is found in most printed manuals. Click here for a sample of their diagnostic and repair information.

Diagnostic trouble codes (or fault codes) are obd2 codes that are stored by the on-board computer diagnostic system. These are stored in response to a problem found in the car by the system. These OBD2 codes are stored when a sensor in the car reports a reading that is outside the normal/accepted range (Eg: fuel mixture too rich).

These DTC's identify a particular problem area and are intended to provide the technician with a guide as to where a fault might be occurring within the vehicle. They're the cause for indicator light malfunction on the dashboard.

Codes should be used in conjunction with the vehicle's service manual to discover which systems, circuits or components should be tested to fully diagnose the fault with a car code reader or professional OBD2 software.

Parts or components should not be replaced with reference to only a malfunctioning indicator lamp (check engine fault light). The vehicle service manual should be consulted for more information on possible causes of the fault, along with required testing.

For example, if a DTC reports a sensor fault, replacement of the sensor is unlikely to resolve the underlying problem. The fault is most likely to be caused by the systems that the sensor is monitoring, but might even be caused by the wiring to the sensor itself.

DTCs may also be triggered by faults earlier down the line. For example, a dirty MAF sensor might be causing the car to overcompensate in its fuel-trim adjustments. As a result, oxygen sensors are likely to report fuel mixture problems.

So to avoid unpredictable hazards when fixing a vehicle based on it's DTC codes -- make sure you get a reliable OBD2 reader that'll thoroughly scan the vehicle for faults beyond traditional DTC OBD2 codes.

SAE standard J1979 defines many OBD-II PIDs. All on-road vehicles and trucks sold in North America are required to support a subset of these codes, primarily for state mandated emissions inspections. Manufacturers also define additional PIDs specific to their vehicles. Though not mandated, many motorcycles also support OBD-II PIDs.

Heavy duty vehicles (greater than 14,000 lb or 6,400 kg) made after 2010,[1] for sale in the US are allowed to support OBD-II diagnostics through SAE standard J1939-13 (a round diagnostic connector) according to CARB in title 13 CCR 1971.1. Some heavy duty trucks in North America use the SAE J1962 OBD-II diagnostic connector that is common with passenger cars, notably Mack and Volvo Trucks, however they use 29 bit CAN identifiers (unlike 11 bit headers used by passenger cars).

Vehicle manufacturers are not required to support all services. Each manufacturer may define additional services above #9 (e.g.: service 22 as defined by SAE J2190 for Ford/GM, service 21 for Toyota) for other information e.g. the voltage of the traction battery in a hybrid electric vehicle (HEV).[2]

The table below shows the standard OBD-II PIDs as defined by SAE J1979. The expected response for each PID is given, along with information on how to translate the response into meaningful data. Again, not all vehicles will support all PIDs and there can be manufacturer-defined custom PIDs that are not defined in the OBD-II standard.

Note that services 01 and 02 are basically identical, except that service 01 provides current information, whereas service 02 provides a snapshot of the same data taken at the point when the last diagnostic trouble code was set. The exceptions are PID 01, which is only available in service 01, and PID 02, which is only available in service 02. If service 02 PID 02 returns zero, then there is no snapshot and all other service 02 data is meaningless.

Service 02 accepts the same PIDs as service 01, with the same meaning,[5] but information given is from when the freeze frame[6] was created. Note that PID $02 is used to obtain the DTC that triggered the freeze frame.

The first byte (A) contains two pieces of information. Bit A7 (MSB of byte A) indicates whether or not the MIL (malfunction indicator light, aka. check engine light) is illuminated. Bits A6 through A0 represent the number of diagnostic trouble codes currently flagged in the ECU.

The second, third, and fourth bytes (B, C and D) give information about the availability and completeness of certain on-board tests ("OBD readiness checks"). The third and fourth bytes are to be interpreted differently depending upon whether the engine is spark ignition (e.g. Otto or Wankel engines) or compression ignition (e.g. Diesel engines). In the second byte (B), bit 3 indicates the engine type and thus how to interpret bytes C and D, with 0 being spark (Otto or Wankel) and 1 (set) being compression (Diesel). Bits B6 to B4 and B2 to B0 are used for information about tests that not engine-type specific, and thus termed common tests. Note that for bits indicating test availability a bit set to 1 indicates available, whilst for bits indicating test completeness a bit set to 0 indicates complete.

A request for one of these two PIDs will return 9 bytes of data. PID 78 returns data relating to EGT sensors for bank 1, whilst PID 79 similarly returns data for bank 2. The first byte is a bit encoded field indicating which EGT sensors are supported for the respective bank.

If there are two or fewer DTCs (up to 4 bytes) then they are returned in an ISO-TP Single Frame (SF). Three or more DTCs in the list are reported in multiple frames, with the exact count of frames dependent on the communication type and addressing details.

Each trouble code requires 2 bytes to describe. Encoded in these bytes are a category and a number. It is typically shown decoded into a five-character form like "U0158", where the first character (here 'U') represents the category the DTC belongs to, and the remaining four characters are a hexadecimal representation of the number under that category. The first two bits (A7 and A6) of the first byte (A) represent the category. The remaining 14 bits represent the number. Of note is that since the second character is formed from only two bits, it can thus only be within the range 0-3.

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