Ford Bus

An Introduction to Vehicle
Networks, Scan Tools, and

Multiplexing
Presented by:
Paul Baltusis
Haga clic para modificar el estilo de subttulo del patrn

Powertrain Control System Engineering
Diagnostic Systems Department
OBD-II Technical Specialist
Revised: September 28, 2002
September 28, 2002
Page 1
In-Vehicle Networks
In-vehicle networking, also known as

multiplexing, is a method for transferring data
between electronic modules via a serial data
bus.
September 28, 2002
Page 2
Benefits of Networking
Eliminates redundant sensors and dedicated

wires for each function (lower cost, lower
weight, better reliability)
Reduces number of wires and connectors
(lower cost, lower weight, better reliability,
easier-to-package wiring harness)
Allows more features and more flexibility
(modules share data, more flexible design
and vehicle option content)
Allows adding features via software upgrades
September 28, 2002
Page 3
Benefits of Networking
September 28, 2002
Page 4
Networking Methods
Class A Generic UART (Universal

Asynchronous Receiver/Transmitter) or other
custom low speed device < 10 Kbps.
Class B Medium speed, for example J1850,
between 10 Kbps and 125 Kbps (Ford DCL
and SCP, GM Class 2)
Class C High Speed, for example CAN 2.0,
between 125 Kbps and 1,000 Kbps (Controller
Area Network)
September 28, 2002
Page 5
OBD Communication Protocols
OBD-II and EOBD regulations define the

communication protocols that can be used for
diagnostics.
The intent was to reduce the proliferation of
manufacturer-specific protocols used for
diagnostics.
This would lead to more generic, less
expensive scan tools.
September 28, 2002
Page 6
ISO 9141-2 (K-Line)

ISO 14230-4 (Keyword Protocol 2000)
J1850 41.6 Kbps Pulse Width Modulated
J1850 10.4 Kbps Variable Pulse Width
J2284/ISO 15765-4 (CAN)
September 28, 2002
Page 7
Only one OBD-compliant link may be brought

out to the J1962 Data Link Connector
OBD-II allows only 500 kbps CAN, EOBD
allows 250 and 500 kbps.
CARB will force all manufacturers to use CAN
for the 2008 MY
J2534 (pass through reprogramming) must
use a generic OBD link.
September 28, 2002
Page 8
Controller Area Network

CAN is a network protocol used to
interconnect a network of electronic control
modules or nodes.
Typically, a two wire, twisted pair cable is

used.
CAN has a stringent set of rules, implemented

in the CAN chip, that supports the serial
transfer of information between two or more
nodes.
September 28, 2002
Page 9
CAN Network
Where does CAN fit in the range of networks?
Networks are usually based on size:
WAN Wide Area Network (Internet)
LAN Local Area Network (Ethernet)
SAN Small Area Network (CAN)
September 28, 2002
Page 10
CAN
CARB allows the use of CAN for 2003 MY and

beyond vehicles.
EOBD allows the use of CAN for 2001 CY and
beyond vehicles.
Some US manufacturers are planning to start
using CAN starting on some vehicles in the
2003 MY.
CARB requires the use of CAN on all vehicles
for the 2008 MY and beyond.
September 28, 2002
Page 11
CAN
CAN messages have a specified structure that

is specified in CAN standards.
CAN networks have rules (bitwise arbitration)
for dealing with colliding messages when two
modules start transmitting messages at the
same time.
There are two formats for addressing 11 bit
and 29 bit identifiers. 11-bit has a 2032
message limit, 29-bit allows for millions of
distinct messages.
September 28, 2002
Page 12
CAN Basic Message Structure
September 28, 2002
Page 13
CAN Message Arbitration
September 28, 2002
Page 14
J1850 41.6 PWM
J1850 41.6 PWM is used by Ford. Ford

internally calls this protocol Standard
Corporate Protocol (SCP)
SCP is a true network protocol that
incorporates bus arbitration.
SCP is used for both vehicle network
communication and diagnostic
communication.
September 28, 2002
Page 15
J1850 10.4 VPW
J1850 10.4 VPW is used by General Motors.

GM internally calls this protocol Class 2.
Class 2 is a true network protocol that
incorporates bus arbitration.
Class 2 is used for both vehicle network
communication and diagnostic
communication.
September 28, 2002
Page 16
ISO 9141
ISO 9141 is used by many Japanese

manufacturers.
ISO 9141 is not a network protocol, it can
only be used for diagnostics.
There is no bus arbitration. It can be used to
connect one diagnostic tool to a vehicle
control module.
ISO 9141 is relatively slow 10.4 Kbps
September 28, 2002
Page 17
KWP 2000
KWP is used by many European

manufacturers. It uses an enhanced set of
diagnostic messages but retains the ISO 9141
physical layer.
KWP is not a network protocol, it can only be
used for diagnostics.
There is no bus arbitration. It can be used to
connect one diagnostic tool to one or more
vehicle control modules.
KWP is relatively slow 10.4 Kbps
September 28, 2002
Page 18
Types of Network Messages
There are two types of network messages
Diagnostic messages
Normal Mode messages
Normal Mode messages are used to share

information between modules on the network
during normal vehicle operation, e.g. instrument
cluster sends fuel level info (percent fill) to PCM.
Normal mode messages always use physical

addressing.
September 28, 2002
Page 19
Types of Network Messages
Diagnostic Mode messages are used to

communicate between a test tool and a
module on the network.
Diagnostic messages can use either physical
addressing or functional addressing.
Manufacturer-specific tools normally use
physical addressing
Generic OBD tools use functional addressing
because the configuration of the network and
network addresses do not have to be known
for every specific vehicle
September 28, 2002
Page 20
SAE/ISO Diagnostic Specifications
Vehicle diagnostic communication

specifications have been written by the
Society of Automotive Engineers (SAE) and by
various International Standards Organization
(ISO) workgroups.
These standards are referenced by the
California, Federal and European OBD
regulations.
US regulations reference SAE standards,
European regulations reference equivalent
ISO standards.
September 28, 2002
Page 21

Legislated diagnostics
SAE J1930/ISO 15031-2 Electrical/Electronic Systems

Diagnostic Terms, Definitions, Abbreviations and Acronyms
SAE J1962/ISO 15031-3 Diagnostic Connector
SAE J1978/ISO 15031-4 OBD-II Scan Tool
SAE J1979/ISO 15031-5 E/E Diagnostic Test Modes
SAE J2012/ISO 15031-6 Diagnostic Trouble Codes
SAE J2186/ISO 15031-7 E/E Data Link Security

Non legislated diagnostics
SAE J2190/ISO 14229 Enhanced E/E Diagnostic

Test Modes
September 28, 2002
Page 22
SAE/ISO Multiplex Specifications

Legislated multiplex standards
SAE J1850 (Class B Data Comm. Network

Interface)
ISO 9141-2 (K-Line)
ISO 14230-4 (Keyword Protocol 2000)
SAE J2284/ISO 15765-4 (CAN)
J2534 Recommended Practice for Pass-Thru

Vehicle Programming
September 28, 2002
Page 23
SAE J1930 Terms and Acronyms
J1930 attempts to limit the proliferation of

terms, abbreviations and acronyms used in
motor vehicle service literature.
Examples
Ford uses ECT (engine coolant temp sensor), GM

uses CTS (coolant temp sensor), J1930 uses ECT
Ford uses ISC (idle speed control), J1930 uses IAC
(idle air control)
Ford uses EEC-V, J1930 uses PCM (powertrain
control module)
September 28, 2002
Page 24
SAE J1930 Terms and Acronyms
J1930 describes a consistent methodology for

naming components and systems.
MODIFIERS
BASE WORD
What is
Where
Which
Purpose?
Is it?Temp?
What does
it sense?
What
Is it?
Sensor (most generic)

Temperature
Coolant
Engine
Instrumentation
Least
<<<<<<
September 28, 2002
Temperature
Coolant
Engine
Sensor
Sensor
Temperature
Coolant
Sensor
Temperature
SIGNIFICANCE>>>>>>
Sensor (most specific)

Most
Page 25
SAE J1962 Data Link Connector
J1962 describes the functional requirements

for the vehicle and test tool data link
connector (DLC):
In-vehicle location/access
Connector design
Terminal assignments
Electrical interface requirements
September 28, 2002
Page 26
The 16-pin DLC assignments are specified in

SAE J1962/ISO 15031-3
Pin 1 - Discretionary
Pin 9 Discretionary
Pin 2 Bus + J1850
Pin 10 Bus J1850
Pin 3 Discretionary
Pin 11 Discretionary
Pin 4 Chassis Ground
Pin 12 Discretionary
Pin 5 Signal Ground
Pin 13 - Discretionary
Pin 6 CAN High
Pin 14 CAN Low
Pin 7 K-Line ISO9141/KWP Pin 15 L-Line ISO9141/KWP
September 28, 2002
Page 27
The general location of the DLC is specified in

J1962, however, CARB and EPA regulations
are more restrictive.
CARB specifies that DLC must be on drivers
side of vehicle centerline, not on center
console, or behind storage accessories.
A covered DLC must have label (e.g. OBD)
approved by CARB.
Pin 16 must have < 20 Volts (not 24 or 42 V)
September 28, 2002
Page 28
SAE J1978 Generic Scan Tool
J1978 defines the minimum functionality

required by an OBD-II Scan Tool
Automatic hands-off determination of the

communication interface
Displays status and results of on-board diagnostic
evaluations
Displays pending and confirmed DTCs
Displays current data, freeze frame data, and
vehicle information
Clears DTCs, test results and freeze frame
Provides a user manual/help facility
September 28, 2002
Page 29
SAE J2012 Diagnostic Trouble Codes
J2012 defines a set of diagnostic trouble

codes (DTCs) where industry uniformity has
been achieved.
DTCs consist of an alpha character followed
by four characters
Pxxxx is reserved for powertrain DTCs

Bxxxx is reserved for body DTCs
Cxxxx is reserved for chassis DTCs
Uxxxx is reserved for network DTCs
September 28, 2002
Page 30
The second character designates whether the

DTCs and a generic SAE DTC or a
manufacturer-specific DTC.
P0xxx, P2xxx, P3400, and U0xxx are generic
DTCs
P1xxx, P30xx, P3100, P32xx and P33xx are
manufacturer-specific DTCs
The remaining characters designate the
system associated with the fault. The
characters are hex and can range from 0 F.
September 28, 2002
Page 31
The J2012 committee defines new DTCs on a

quarterly basis, based on manufacturer
requests.
The J2012 committee assigns DTCs in a
uniform manner using J1930 terminology.
Sample output:
P2632 Fuel Pump B Control Circuit / Open

P2633 Fuel Pump B Control Circuit Low
P2634 Fuel Pump B Control Circuit High
P2636 Fuel Pump B Low Flow/Performance
September 28, 2002
Page 32
Sample input:
P0A00 Motor Electronics Coolant Temp Sensor Circuit

P0A01 Motor Electr. Coolant Temp Sensor Circuit Range /
Performance
P0A02 Motor Electr. Coolant Temp Sensor Circuit Low
P0A03 Motor Electr. Coolant Temp Sensor Circuit High
P0A04 Motor Electr. Coolant Temp Sensor Circuit Intermittent /
Erratic
Sample network DTCs:
U0001 High Speed CAN Communication Bus
U0101 Lost Communication with TCM

U0302 Software Incompatibility with TCM
September 28, 2002
Page 33
SAE J2186 Data Link Security
J2186 defines a method to access secured

vehicle controller functions.
Three parameters control security access
the seed (sent by controller) and key (sent by

external device)
the delay time (minimum delay time between
attempts)
the number of false access attempts
September 28, 2002
Page 34
SAE J1979 Diagnostic Test Modes
SAE J1979/ISO 15031-5 defines standard

diagnostic test modes.
Diagnostic/emission critical control modules
must implement these diagnostic test modes.
They must be on the OBD data link or must
use another module as a gateway.
CARB defines engine and transmission control
modules as emission-critical.
September 28, 2002
Page 35
Any other control module that performs a

major OBD-II monitor or performs CCM
monitoring for more than two components is
considered to be diagnostic critical.
If a diagnostic/emission critical control
module is reprogrammable, it must respond
with Mode $09 CALID and CVN.
It must be able to be reprogrammed using a
SAE J2534 interface.
September 28, 2002
Page 36
J1979 specifies a set of standard messages

that can be used by scan tool to obtain OBDII data from a vehicle. (Modes $01 to $09)
Functional addressing is used instead of
physical addressing for all messages because
the test tool does not know which systems on
the vehicle have the OBD information that is
requested.
Response times to messages are specified.
Message lengths are specified.
September 28, 2002
Page 37
Messages must utilize a standard set of

header bytes specified for each
communication protocol.
The remainder of the message (the data
bytes) specify the type of message (test
mode) and specific data that is being
requested.
Header byte definitions are specified on the
next two slides.
September 28, 2002
Page 38
SAE J1979 Header Bytes
H e a d e r b y te s
CAN Identifier (11 or 29 bit)
C A N fr a m e d a ta fie ld
#1
PCI
#2
#3
#4
#5
#6
#7
#8
Byte
September 28, 2002
Page 39
SAE J1979 CAN Header Bytes

C A N id e n tifie r
(h e x )
D e s c r ip t io n ( 1 1 - b it a d d r e s s in g )
7D F
C A N id e n tif ie r f o r fu n c t io n a lly a d d r e s s e d r e q u e s t m e s s a g e s s e n t b y th e e x t e r n a l t e s t e q u ip m e n t .
7E0
P h y s ic a l r e q u e s t C A N id e n t if ie r f r o m th e e x t e r n a l t e s t e q u ip m e n t to E C U # 1
7E8
P h y s ic a l r e s p o n s e C A N id e n tifie r fr o m E C U # 1 to th e e x te r n a l te s t e q u ip m e n t
7E1
7E9
7E2
P h y s ic a l r e q u e s t C A N id e n t if ie r f r o m t h e e x t e r n a l t e s t e q u ip m e n t t o E C U # 3
7EA
7E3
7EB
7E4
7EC
7E5
7ED
7E6
7EE
7E7
7EF
September 28, 2002
Page 40
Ford Module Addresses

Module Phys Adr Func Adr Rec Adr Xmit Adr Func Rec
(J1850)
(J1850)
(CAN) (CAN)
(CAN)
PCM$10
$6A
$7E0
$7E8
$7DF
(Powertrain Control Module)
TCM$18
$6A
$7E1
$7E9
$7DF
Adr Func Xmit Adr

(CAN)
$7E8
$7E9
(Transmission Control Module)
ABS $28
$6A
$7E2
$7EA
$7DF
non-OBD
(Anti-lock Brake System)
AHCM
$0F
$6A
$7E3
$7EB
$7DF
non-OBD
$7E4
$7EC
$7DF
non-OBD
$7E5
$7ED
$7DF
$7ED
$7E6
$7EE
$7DF
$7EE
(Auxiliary Heater Control Module)
TCCM
$18
$6A
(Transfer Case Control Module)
AFCM
$16
$6A
(Alternative Fuel Control Module)
SPCM
$11
September 28, 2002
$6A
Page 41
Mode $01 Retrieve Diagnostic Data
Mode $01 provides diagnostic data,

commonly called PIDs (Parameter ID)
Service technicians can use the data to
troubleshoot sensors, check OBD monitor
completion, MIL status, etc.
Test tool specifies the requested data by PID
number ($00 through $FF)
PIDs are defined in J1979 (number, units,
conversion/scaling factor, acronym)
PIDs must show raw values not
substituted values if a sensor fails
September 28, 2002
Page 42
Mode $01 Retrieve Diagnostic Data

The message format used to make a PID request is as follows:
September 28, 2002
Page 43
PID $01 I/M Readiness
September 28, 2002
Page 44
PID $02 and $03
September 28, 2002
Page 45
PIDs $04 - $11
September 28, 2002
Page 46
PIDs $12 - $1B
September 28, 2002
Page 47
PIDs $1C - $1E
September 28, 2002
Page 48
PIDs $1F - $2B
September 28, 2002
Page 49
PIDs $2C - $33
September 28, 2002
Page 50
PIDs $34 - $3F
September 28, 2002
Page 51
PID $41
September 28, 2002
Page 52
PIDs $42 - $4E
September 28, 2002
Page 53
Mode $02 Freeze Frame
Mode $02 stores Mode $01 PID data at the

time a pending or confirmed DTC is stored.
Fuel system and misfire DTCs have a higher
priority and overwrite any existing data.
Service technicians can use the data to
understand the conditions at the time the
malfunction occurred.
Only one frame ($00) is required to be
stored.
September 28, 2002
Page 54
Freeze frame can be useful, however, there

are some caveats.
Freeze frame is stored when the DTC is
stored, not when the problem began.
For circuit faults, it usually takes 5 seconds to
store a DTC.
Misfire is evaluated every 1,000 revs. A
misfire DTC may be stored 60-90 seconds
after the misfire initially occurred, at
substantially different rpm and load
conditions.
September 28, 2002
Page 55

The message format used to retrieve freeze frame is as follows:
September 28, 2002
Page 56
Mode $03 Retrieve emission-related DTCs
Mode $03 reports confirmed, emission-related

DTCs.
Service technicians and I/M test stations use
this mode to determine what malfunction
turned on the MIL.
Mode $03 reports history codes for 40
warm-ups after the MIL is extinguished.
September 28, 2002
Page 57
Mode $03 Retrieve emission-related DTCs

The message format used to retrieve emission-related DTCs is as
follows:
September 28, 2002
Page 58
Mode $04 Clear DTCs and Diagnostic

Information
Mode $04 clears/erases DTCs and resets
diagnostic data at the time a pending or
confirmed DTC was stored. Diagnostic data
includes freeze frame, I/M readiness, monitor
status, PIDs for MIL_DIST, WARM_UPS,
CLR_DIST, Mode $06 data.
Service technicians can use this mode to turn
off the MIL after a repair and to validate a
repair.
September 28, 2002
Page 59
Mode $04 Clear DTCs and Diagnostic

Information
The message format used to clear DTCs is as follows:
September 28, 2002
Page 60
Mode $05 Retrieve Oxygen Sensor Data
Mode $05 provides test results for oxygen

sensors.
This mode is no longer used for CAN
applications. All data is still available using
Mode $06.
September 28, 2002
Page 61

The message format used to retrieve oxygen sensor data is as
follows:
September 28, 2002
Page 62
D a ta
B y te
2
September 28, 2002
D e s c r ip tio n
W h ic h
$0
$0
$0
$0
$0
$0
$0
$0
$0
$0
$0
$2
T
0
1
2
3
4
5
6
7
8
9
A
0
e s t ID :
- T e s t I D s s u p p o r t e d - o p t io n a l ( $ 0 1 t o $ 2 0 )
- R ic h t o le a n s e n s o r th r e s h o ld v o lta g e ( c o n s t a n t )
- L e a n to r ic h s e n s o r t h r e s h o ld v o lta g e ( c o n s t a n t)
- L o w s e n s o r v o lt a g e f o r s w it c h t im e c a lc u la t io n ( c o n s t a n t )
- H ig h s e n s o r v o lt a g e f o r s w it c h t im e c a lc u la t io n ( c o n s t a n t )
- R ic h t o le a n s e n s o r s w it c h t im e ( c a lc u la t e d )
- L e a n t o r ic h s e n s o r s w it c h t im e ( c a lc u la t e d )
- M in im u m s e n s o r v o lt a g e f o r t e s t c y c le ( c a lc u la t e d )
- M a x im u m s e n s o r v o lt a g e f o r t e s t c y c le ( c a lc u la t e d )
- T im e b e t w e e n s e n s o r t r a n s it io n s ( c a lc u la t e d )
- $ 1 F - re s e rv e d
- T e s t ID s s u p p o r te d - o p tio n a l ( $ 2 1 to $ 4 0 )
Page 63
Mode $06 Retrieve OBD test results and

malfunction limits
Mode $06 provides monitoring test values and
malfunction limits for various OBD monitors.
Service technicians can use the data to see
which monitors failed and by how much, or to
validate repairs.
Parts manufacturers can use this data to
ensure replacement part compatibility.
September 28, 2002
Page 64

malfunction limits
Mode $06 test values and limits are un-scaled,

decimal numbers in J1850, ISO 9141-2 and ISO
1423-4. Manufacturers need to provide
conversion factors for technicians to utilize this
data.
ISO 15765-4 messages provide units and
scaling as part of the message. Generic scan
tools will be able to convert these to
engineering units
September 28, 2002
Page 65
Mode $06 Retrieve OBD test results and malfunction

limits
The message format used to retrieve OBD test results is as follows:
September 28, 2002
Page 66
Mode $06 Retrieve OBD test results and limits
J1979 Secondary Air Mode $06 Data

Test ID
Comp ID
Description for J1850
Units
$30
$11
HO2S11 voltage for upstream flow test and rich limit
volts
$30
$21
volts
$31
$00
HO2S lean time for upstream flow test and time limit
seconds
Monitor ID
Test ID
Description for CAN
Units
$71
$80
volts
$71
$81
volts
$71
$82
HO2S lean time for upstream flow test and time limit
seconds
Conversion for Test ID $30: multiply by 0.00098 to get volts

Conversion for Test ID $31: multiply by 0.125 to get seconds
September 28, 2002
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Mode $06 Retrieve OBD test results limits
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J1979 DPFE EGR Hose Check Mode $06 Data

Test ID
Comp ID
Units
$42
$11
Delta pressure for upstream hose test and threshold
in. H20
$42
$12
Delta pressure for downstream hose test and threshold
in. H20
Conversion for Test ID $42: Take value, subtract 32,768, and then multiply result by 0.0078 to get inches of
H20. The result can be positive or negative.
Monitor ID
Test ID
Description for CAN Conventional DPFE
$31
$80
Delta pressure for upstream hose test and threshold
kPa
$31
$81
Delta pressure for downstream hose test and threshold
kPa
J1979 EGR Flow Check Mode $06 Data

Test ID
Comp ID
Units
$49
$30
Delta pressure for flow test and threshold
in. H20
$4B
$30
EVR dutycycle for flow test and threshold
percent
Conversion for Test ID $4B: multiply by 0.0000305 to get percent dutycycle.

Conversion for Test ID $49: Take value, subtract 32,768, then multiply result by 0.0078 to get inches of H20.
The result can be positive or negative.
Monitor ID
Test ID
Description for CAN Conventional DPFE
Units
$31
$85
Delta pressure for flow test and threshold
kPa
September 28, 2002
Page 74

malfunction limits
Example of Mode $06:

TestID
CompID
Test
Value
$10 $11 Cat monitor switch ratio
Min
Max
45
48
42
48
Bank 1
$10 $21 Cat monitor Switch ratio
Bank 2
Conversion: multiply by 0.0156 to get a value from 0 to 1.0
Bank 1 = 45 * 0.0156 = 0.702
Bank 2 = 42 * 0.0156 = 0.655

Threshold = 48 * 0.0156 = 0.749
This catalyst is about to fail. A normal 100K catalyst should have a 0 to 0.1
September 28, 2002
Page 75
Mode $07 Retrieve pending DTCs
Mode $07 reports pending, emission-related

DTCs.
Starting in the 2005 MY, all pending DTCs
must be reported, not just continuous
pending DTCs.
Staring in the 2005 MY, a pending DTC must
be reported if the last monitoring cycle had a
malfunction.
Service technicians can use pending codes for
faster validation or a repair.
September 28, 2002
Page 76
Mode $07 Retrieve pending DTCs

The message format used to retrieve pending, emission-related
DTCs is as follows:
September 28, 2002
Page 77
Mode $08 Request on-board device control
Mode $08 allows a service technician to

invoke an on-board test mode.
Only one test mode (Test ID $01) is currently
defined. It allows a service or an I/M
technician to seal the evaporative system for
a pressure test.
On Ford systems, this closes the canister vent
solenoid for a 10 minute time duration.
September 28, 2002
Page 78
Mode $08 Request on-board device control

The message format used to request on-board device control is as
follows:
September 28, 2002
Page 79
Mode $09 Retrieve vehicle information
Mode $09 allows a service tech or I/M test

technician to obtain vehicle VIN, module
calibration number (CALID), Calibration
Verification Number (CVN).
VIN is required for 2005 MY, the vehicle can
only report one VIN.
CALID is required for 2005 MY.
A unique CALID is required for each emissionrelated calibration on the vehicle. A unique
CALID is required even if only a bit if data
changes.
September 28, 2002
Page 80

(continued)
A CVN must be supplied for each CALID
In 2005 MY, CVN must be calculated every
driving cycle and stored in Keep Alive Memory
so that it can be retrieved with the engine off
or engine running.
CVN must not be erased by Mode $04.
CARB must approve CVN algorithm.
Manufacturers must provide CALID and CVN
information to facilitate I/M testing.
September 28, 2002
Page 81

(continued)
Starting in the 2005 MY, CARB will require
industry-standard counters that display how
often OBD monitors run during real-world
driving conditions as compared to a CARBspecified driving cycle.
In-use performance counters will be required
for catalyst, O2 sensor, EGR, secondary air,
and evaporative system monitors.
September 28, 2002
Page 82

The message format used to retrieve vehicle information is as
follows:
Info Type $02 is VIN, $04 is CALID(s), $06 is CVN(s), $08 is in-use
performance counters
September 28, 2002
Page 83
Inspection/Maintenance Readiness
Many I/M test facilities will soon (Jan 1,

2002) be using OBD-II diagnostic
information in place of tailpipe
emissions tests.
They will check MIL lamp, MIL status bit
(PID 01, Data A, bit 7) and OBD
monitor readiness (PID 01).
For 2005 MY, they may check VIN,
CALIDs and CVNs
September 28, 2002
Page 84
Inspection/Maintenance Readiness (continued)
CALIDs ensure that the correct (not recalled)

software is on the vehicle.
CVNs ensure that the module software was
not tampered with.
MIL status must not indicate MIL on during
bulb prove out unless the MIL is being
commanded on by a confirmed DTC.
Monitor readiness bits must be in Keep Alive
Memory
September 28, 2002
Page 85
Inspection/Maintenance Readiness (continued)
I/M readiness status may be displayed to the

customer using the MIL.
After 15-20 seconds of MIL prove out, the
MIL can blink for 5-10 seconds if the vehicle
is not ready for I/M testing.
For the 2005 MY, CARB will require a scan
tool communication validation of every
production calibration using a J1699-3 tool.
September 28, 2002
Page 86
Non-legislated diagnostic messages are

defined by SAE J2190 and ISO 14229
These are commonly referred to
manufacturer-specific test modes.
Manufacturers can use these messages to
perform manufacturer-specific tests and
obtain manufacturer-specific data from any
control module.
Almost all manufacturers provide this info to
the Equipment and Tool Institute (ETI), the
consortium of scan tool manufacturers.
September 28, 2002
Page 87
Common uses for these messages are:
Obtain manufacturer-specific PIDs

Initiate on-board self-test
Obtain packets of PID data (rapid data)
Control module outputs
Reprogram flash memory
Configure modules
The J2190 messages are very similar to the

J1979 messages in structure and content.
Only physical addresses are used, responses
are required.
September 28, 2002
Page 88
J2190 Mode $13
Mode $13 reports all DTCs (emission and

non-emission, confirmed and pending.)
Very similar to Mode $03
Data Bytes (Hex)
#1
#2
Request all codes
Request all powertrain
DTCs (MIL, non-MIL,
pending)
Report all codes
Report all powertrain DTCs
(MIL, non-MIL, pending)
#4
#5
#6
#7
13
53
Code #1
or 00 00
No codes to report, exit normally without results

General Response
7F
13
September 28, 2002
#3
Code #2
or 00 00
00
00
Code #3
or 00 00
00
62
Page 89
J2190 Mode $14
Mode $14 clears all DTCs.

Data Bytes (Hex)
#1
#2
Request clear codes
Request clear all codes,
(MIL, non-MIL, pending)
Confirm codes clear
Confirm all codes were
cleared (individual clearing
of codes not supported)
#4
#5
#6
data
byte #2
data
byte #3
00
12
#7
14
54
No codes to report, exit normally without results

General Response
7F
14
September 28, 2002
#3
Page 90
J2190 Mode $22
Mode $22 is used to get PIDs. PID numbers, scaling

and units are defined by manufacturer and are
specific to their individual systems.
Data Bytes (Hex)
#1
#2
#3
#4
#5
#6
#7
data 4
(opt)
Request data by PID

Request PID Access
22
PID
(high
byte)
PID
(low
byte)
Report data by PID

Report PID Data
62
PID
(high
byte)
PID
(low
byte)
data 1
(opt)
data 2
(opt)
data 3
(opt)
data
byte #2
data
byte #3
00
12
Invalid PID requested, request not supported

General Response
7F
22
September 28, 2002
Page 91
J2190 Mode $23
Mode $23 is used to download data by direct

memory address.
Test tool gets raw data.
Data Bytes (Hex)
#1
#2
#3
#4
#5
#6
#7
data 4
(opt)
Request data by DMR

Request DMR Access
EEC-V
23
address
(high
byte)
address
(mid
byte)
address
(low
byte)
Report data by DMR

Report DMR Data
EEC-V
63
address
(high
byte)
address
(low
byte)
data 1
(opt)
data 2
(opt)
data 3
(opt)
address
(high
byte or
high
word
MSB)
address
(mid
byte or
high
word
LSB)
00
12
Invalid DMR requested, request not supported

General Response
7F
23
September 28, 2002
Page 92
J2190 Mode $2A

Mode $2A is used to get a string of PIDs in one message; a rapid
packet.
Used with Mode $2C to define rapid packet.
September 28, 2002
Page 93
J2190 Mode $30
Mode $30 is used to directly control module outputs

like shift solenoids, IAC, AIR pump, EGR, etc.
(requires Mode $27 security access)
Data Bytes (Hex)
#1
#2
Perform parameter substitution
Parameter Substitution
30
Confirm diagnostic routine entered

General Response
7F
#3
#4
Chann.
ID
Subst.
Value
high
byte
Subst.
Value
low
byte
30
Chann.
ID
Invalid conditions, test running, or test not supported

General Response
7F
31
Test #
September 28, 2002
#5
#6
Subst.
Value
high
byte
Subst.
Value
low
byte
00
00
00
31, 22,
33, or
12
#7
Page 94
J2190 Mode $31
Mode $31 is used to request an on-board test, based

on test number.
Test Number
On-demand Self Test Mode
$81
Key On Engine Off (gas and diesel)
$82
Key on Engine Running (gas and diesel)
$84
Output Test Mode (gas and diesel)
$88
Key On Engine Running Glow Plug Test (diesel)
$91
Key On Engine Off Injector Buzz Test (diesel)
$92
Key On Engine Running Cylinder Contribution Test (diesel)
$95
Data Bytes
(Hex) Switch Test (diesel)
Key On Engine
Running
#1
#2
#3
#4
#5
#6
Test #
00
00
00
Invalid conditions, test running, or test not supported

General Response
7F
31
Test #
00
00
22, or
12
#7
Perform diagnostic routine by test number

Diagnostic Routine Entry
31
Test #
Confirm diagnostic routine entered
General Response
7F
September 28, 2002
31
Page 95
J2190 Mode $36
Mode $36 is used for reprogramming.

(requires Mode $27 security access and Mode
$34 Download Entry request)
Data Bytes (Hex)
#1
#2
#3
#4
#5
#6
#7
data 6
or 00
Request to enter download mode

Download Block Data
36
data 1
data 2
or 00
data 3
or 00
data 4
or 00
data 5
or 00
Not in download mode

General Response
36
data 1
data 2
data 3
22
September 28, 2002
7F
Page 96
J2190 Mode $3F
Mode $3F is used to indicate that the test tool

is still online and prevent a diagnostic session
time-out.
Data Bytes (Hex)
#1
#2
Tester Present
Tester Present
3F
Acknowledge tester
General Response
7F
September 28, 2002
3F
#3
#4
#5
#6
00
00
00
00
#7
Page 97
J2190 Mode $7F
Mode $7F is used by the control module to respond

to a test tool request.
Data Bytes (Hex)
#1
#2
General acknowledge
General Response
7F
Data
byte #1
of
request
#3
#4
#5
Data
Data
Data
byte #2 byte #3 byte #4
of
of
of
request request request
Acknowledge or Reject Code:
#6
#7
Ackn
or
Reject
code
$00 - General affirmative

$10 - General reject
$11 - Mode not supported
$12 - Invalid format, sub-function not supported
$21 - Busy, repeat request
$22 - Condition not correct, sequence error
$23 - Routine not complete
$31 - Request out of range
$33 - Access denied, device secured
$34 - Access granted
$50 - Upload not accepted
$61 - Normal exit with results
$62 - Normal exit without results
$63 - Abnormal exit with results
$64 - Abnormal exit without results
September 28, 2002
Page 98
J1979 Message Traffic Example

Clear DTCs (Mode 04)
TX MSG: J1850PWM 61 6A F1 04
RX MSG: J1850PWM 01 6B 10 44
Request PIDs (Mode 01)
[PID $00 defines which PIDs are supported ]
TX MSG: J1850PWM 61 6A F1 01 00
RX MSG: J1850PWM 01 6B 10 41 00 BF 9F B9 10
Request PID 04 (LOAD_PCT)
TX MSG: J1850PWM 61 6A F1 01 04
RX MSG: J1850PWM 01 6B 10 41 04 00
[LOAD_PCT = 0%]
Request PID 05 (ECT)

TX MSG: J1850PWM 61 6A F1 01 05
RX MSG:
J1850[PWM 01 6B 10 41 05 4A
[ECT = 74 deg F]
Request PID 11 (TP)

TX MSG: J1850PWM 61 6A F1 01 11
RX MSG: J1850PWM 01 6B 10 41 11 32
[TP = 19%]
Request PID 1C (OBD Type)

TX MSG: J1850PWM 61 6A F1 01 1C
September 28, 2002
Page 99

Request Mode 09 info
TX MSG: J1850PWM 61 6A F1 09 00
[request Mode 09 items supported]
RX MSG: J1850PWM 01 6B 10 49 00 01 FC 00 00 00
TX MSG: J1850PWM 61 6A F1 09 01
RX MSG: J1850PWM 01 6B 10 49 01 05
TX MSG: J1850PWM 61 6A F1 09 02
[number of VIN messages = 5]

[item 02 = VIN]
RX MSG: J1850PWM 01 6B 10 49 02 01 00 00 00 31
RX MSG: J1850PWM 01 6B 10 49 02 02 46 54 59 52
RX MSG: J1850PWM 01 6B 10 49 02 03 34 34 45 37
RX MSG: J1850PWM 01 6B 10 49 02 04 32 54 41 33
RX MSG: J1850PWM 01 6B 10 49 02 05 31 39 37 38
[VIN = 1FTYR44E72TA31978]
Request Pending DTCs (Mode 07)

TX MSG: J1850PWM 61 6A F1 07
RX MSG: J1850PWM 01 6B 10 47 01 13 01 02 00 00 [Pending DTC P0113, P0102
detected]
September 28, 2002
Page 100

Request Freeze Frame Support (Mode 02)
[PID $00 defines which PIDs are supported ]
TX MSG: J1850PWM 61 6A F1 02 00 00
RX MSG: J1850PWM 01 6B 10 42 00 00 7F 98 00 00
Request Freeze Frame PID 02
TX MSG: J1850PWM 61 6A F1 02 02 00
RX MSG: J1850PWM 01 6B 10 42 02 00 01 13
[DTC that stored frame = P0113]
Request DTCs (mode 03)

TX MSG: J1850PWM 61 6A F1 03
[No response to OBD request, no DTCs]
Request DTCs (Mode 03)

TX MSG: J1850PWM 61 6A F1 03
RX MSG: J1850PWM 01 6B 10 43 01 13 00 00 00 00
September 28, 2002
[Stored DTC P0113 detected]
Page 101
The End
I hope this presentation took some of

the mystery out of diagnostic scan tool
communication.
Thank you for your interest and
attention!
September 28, 2002
Page 102

Ford Bus

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OBD-II and EOBD regulations define the

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ISO 9141-2 (K-Line)

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Only one OBD-compliant link may be brought

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Typically, a two wire, twisted pair cable is

CAN has a stringent set of rules, implemented

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CAN messages have a specified structure that

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CAN Basic Message Structure

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CAN Message Arbitration

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J1850 41.6 PWM

J1850 41.6 PWM is used by Ford. Ford

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J1850 10.4 VPW

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ISO 9141 is used by many Japanese

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Types of Network Messages

There are two types of network messages

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Normal mode messages always use physical

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Types of Network Messages

Diagnostic Mode messages are used to

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SAE/ISO Diagnostic Specifications

Vehicle diagnostic communication

September 28, 2002

SAE/ISO Diagnostic Specifications

SAE J1930/ISO 15031-2 Electrical/Electronic Systems

SAE J1962/ISO 15031-3 Diagnostic Connector

SAE J1978/ISO 15031-4 OBD-II Scan Tool

SAE J1979/ISO 15031-5 E/E Diagnostic Test Modes

SAE J2012/ISO 15031-6 Diagnostic Trouble Codes

SAE J2186/ISO 15031-7 E/E Data Link Security

SAE J2190/ISO 14229 Enhanced E/E Diagnostic

September 28, 2002