The table below lists all standard OBDII live data accessible using BlueDriver.
Note that actual support will vary by vehicle year and model - you can check what datapoints your vehicle will support by using the Compatibility Tool.
Vehicle Operation Parameters
Fuel & Air Data
Emissions Control Equipment Information
| Datapoint | Description |
|---|---|
| Vehicle Operation | |
| Engine RPM | Engine RPM |
| Vehicle Speed | Vehicle speed |
| Engine Coolant Temperature | Coolant temperature - usually measured at the cylinder head or before the radiator. Some vehicles may report a second coolant temperature sensor (ECT 2) - location may vary (for example it may be at the outlet of the thermostat) - the factory manual or a parts diagram for your vehicle should provide more information |
| Engine Oil Temperature | Temperature of the engine oil - sensor may be situated near the oil filter but this location will vary depending on the vehicle |
| Ambient Air Temperature | Air temperature around the vehicle - typically this will be a few degrees below intake temperature |
| Barometric Pressure | Local ambient or atmoshperic pressure around the vehicle displayed as an absolute value Typically ambient pressure will read roughly 101.3 kPa or 14.7 psi, but this will vary depending on your altitude and local conditions |
| Accelerator Pedal Position | Position of the driver's accelerator pedal - there may be up to three sensors:
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| Relative Accelerator Pedal Position | Accelerator pedal position adjusted for the learned behavior of the vehicle over time. Due to scaling, the vehicle may not always report 100% when the pedal is placed to the floor. Depending on the vehicle this value may also be the average of multiple position sensors (D, E, F) |
| Commanded Throttle Actuator | The throttle position requested by the ECM based on accelerator pedal position |
| Relative Throttle Position | Throttle position relative to the "learned" or "adapted" closed position Over time throttle behavior can change due to carbon buildup or other factors, some vehicles will monitor this behavior and make adjustments over time to compensate For example: Over time carbon builds up in the throttle body and when "fully" closed, the throttle is actually open 5% - in this case the absolute throttle positon will read 5% while the relative position will read 0% |
| Absolute Throttle Position | How 'open' the throttle is - a value of 0% means completely closed while 100% is fully open Depending on the vehicle there may be up to four throttle position sensors:
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| Control Module Voltage | Input voltage at the Engine Control Module
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| Hybrid Battery Pack Remaining Life | AKA State of Charge The total charge percent remaining in the hybrid battery pack (individual cell data is not available through standard OBDII data) |
| Hybrid/EV Vehicle System Status | This parameter will report the following (as supported by the vehicle):
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| Calculated Engine Load Value | A calculated value representing the current percentage of maximum available engine torque being produced (100% at WOT, 0% at key on engine off) |
| Absolute Load Value | A normalized value representing the air mass intake per intake stroke as a percentage Calculation: (mass of air in grams per intake stroke) / (mass of air per intake stroke at 100% throttle assuming standard temperature and pressure) Note: This datapoint has a reporting range from 0% to 25,700% but naturally aspirated engines will display roughly 0 to 95% while turbo/supercharged motors may show as high as 400%. |
| Driver's Demand Engine - Percent Torque | The percentage of maximum available engine torque requested by the ECM based on:
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| Actual Engine - Percent Torque | Also referred to as Indicated Torque This parameter displays the current percentage of total available engine torque and includes the net brake torque produced as well as the 'friction' torque required to run the engine at no load. |
| Engine Friction - Percent Torque | The percent of maximum engine torque required to run a 'fully equipped' engine at no load, this includes:
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| Engine Reference Torque | The torque rating of the engine - this is considered to be the 100% value for datapoints such as "Actual Engine Percent Torque" or other parameters that express torque output as a percentage. Note: This value is set in the factory and does not reflect changes over time due to wear/aging, aftermarket upgrades/tunes, etc |
| Engine Percent Torque Data | This parameter is used in cases where changes in vehicle/environmental conditions can cause the reference torque to change - for example at high altitude a different fuel mapping may be employed which will decrease the total available torque by 80%. Up to five different maximum torque ratings may be specified with this datapoint, each rating is numbered 1 through 5. The datapoint does not report the reason for the change in maximum rating - a factory manual may be required to determine conditions related to each mapping. |
| Auxiliary Input/Output | This is a composite datapoint that is capable of reporting (if supported by the vehicle):
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| Exhaust Gas Temperature (EGT) | Depending on the vehicle the followng parameters may be reported for each exhaust bank:
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| Engine Exhaust Flow Rate | Exhaust flow rate in kg/hr or lbs/hr measured upstream of the aftertreatment system, averaged over the last 1000ms |
| Exhaust Pressure | Exhaust pressure, displayed as an absolute pressure value - engine off this paramater should display roughly ambient atmospheric values. Depending on vehicle configuration this paramater may report data from one or two exhaust banks. For sensor/measurement location refer to your factory manual. |
| Manifold Surface Temperature | Temperature at the outer surface of the exhaust manifold |
| Timing Advance for #1 cylinder | The angle (in degrees) of crankshaft rotation before top dead center (BTDC) at which the spark plug for #1 cylinder starts to fire. A negative value indicates that the spark plug fires after cylinder #1 reaches the top while a positive value indicates adplug firing |
| Engine Run Time | This parameter reports the follow data (as supported by the vehicle):
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| Run Time Since Engine Start | Run time in seconds since the engine was last started |
| Time Run with MIL On | Engine run time since check engine light was activated after throwing a code Note: Engine run time is different from total elapsed time - for example if the check engine light came on six months ago and you drove an average of 30 minutes per day this value will show roughly 5,400 minutes or 90 hours (3.75 days) This value will stop increasing when it reaches 65,535 minutes (roughly 45 engine-days) On Hybrids or vehicles with an auto Stop/Start feature this timer will continue to increase as long as the ignition is on, whether the actual engine is running or not |
| Distance Traveled while MIL is Activated | The distance driven since the check engine light last illuminated (reset when codes are cleared or the battery is disconnected) |
| Time since Trouble Codes Cleared | Engine run time since codes were last cleared (either by a scan tool or disconnecting the battery) Note: Engine run time is different from total elapsed time - for example if codes were cleared two weeks ago and you drive an average of 45 minutes per day this value will show roughly 630 minutes or 10.5 hours This value will stop increasing when it reaches 65,535 minutes (roughly 45 engine-days) On Hybrids or vehicles with Stop/Start this timer will continue to increase as long as the ignition is on, whether the actual engine is running or not |
| Distance Traveled Since Codes Cleared | Distance traveled since engine codes were cleared with a scan tool or the battery was disconnected Note: clearing non-engine codes (e.g. just clearing ABS) will not reset this value |
| Warm-ups Since Codes Cleared | Number of engine warm-up cycles since codes were last cleared (or the battery was disconnected) A warm-up cycle is defined as:
Note: clearing non-engine codes (e.g. just clearing SRS) will not reset this value |
| Datapoint | Description |
|---|---|
| Fuel & Air | |
| Fuel System Status | Whether your vehicle is running in 'open' or 'closed' loop mode.
Note: This datapoint reports the current status for two fuel systems (A & B) - these represent two distinct systems (e.g. CNG & diesel) on one vehicle as opposed to bank numbers. Most passenger vehicles will have one fuel system only and will report system B as open loop at all times. |
| Oxygen Sensor Voltage | O2 sensor voltage (see How are O2 Sensors Displayed?) For more information on O2 sensor operation and interpretation see Walker's O2 Sensor Training Guide |
| Oxygen Sensor Equivalence Ratio | O2 sensor equivalence ratio - aka Lambda (see How are O2 Sensors Displayed?) |
| Oxygen Sensor Current | Similar to O2 sensor voltage:
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| Short Term Fuel Trim | Fuel injection rate adjustment based on rapdily changing data from the O2 sensors.
Note: Many vehicles will not use fuel trim from the post-cat sensors, in this case fuel trim will be displayed as 99.2% |
| Long Term Fuel Trim | Similar to short term trim, long term fuel trim reacts less readily to sudden changes and represents the 'learned' behaviour of the vehicle over a longer period.
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| Commanded Equivalence Ratio | The fuel:air ratio requested by the ECM, displayed as a lambda value (>1 lean, <1 rich, ~1 ideal ratio) Vehicles with wide range O2 sensors:
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| Mass Air Flow Rate | The flow rate of air traveling through the intake in g/s or lb/min On turbocharged vehicles the MAF will be upstream of the turbo |
| Intake Air Temperature | Temperature of the air traveling through the intake. Turbocharged vehicles may have two IAT sensors - sensor #1 before the turbocharger and sensor #2 downstream of the turbo. Depending on vehicle configuration there may also be two intake tracts in which case sensor data may be reported for banks 1 and 2. In normal operation the intake temperature should be slightly above the ambient air temperature |
| Intake Manifold Absolute Pressure | Pressure measurement inside the intake manifold. For turbocharged applications this represents the pressure at the manifold, after the turbo/intercooler/etc Note: This is an absolute pressure value:
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| Fuel Pressure (Gauge) | Fuel pressure value. Note: This is a gauge value - a value of 0 indicates atmospheric/ambient pressure |
| Fuel Rail Pressure | Pressure in the fuel rail displayed as a gauge value (0 psi/kPa means an atmoshperic/ambient pressure reading) |
| Fuel Rail Pressure (Absolute) | Pressure in the fuel rail displayed as an absolute pressure value - when the fuel rail is not presurized this datapoint will display ambient pressure - roughly 14.7 psi or 101.3 kPa |
| Fuel Rail Pressure (relative to manifold vacuum) | Fuel pressure value relative to the intake manifold |
| Alcohol Fuel % | The ethanol/alcohol content as measured by the engine computer in percentage. For example an E85 blend would show 85% for alcohol fuel percentage |
| Fuel Level Input | Percent of maximum fuel tank capacity |
| Engine Fuel Rate | Near-instantaneous fuel consumption rate, expressed in Liters or Gallons per hour Engine fuel rate is calculated by the ECM using the volume of fuel used during the last 1000 ms Note: engine fuel rate does not include fuel consumed by diesel aftertreatment systems |
| Cylinder Fuel Rate | The calculated amount of fuel injected per cylinder during the most recent intake stroke - displayed in mg/stroke |
| Fuel System Percentage Use | This parameter displays the % of total fuel usage for each cylinder bank - up to a maximum of four banks. This datapoint will display data for two separate fuel systems (e.g. diesel & CNG) if supported by the vehicle. |
| Fuel Injection Timing | The angle (in degrees) of crankshaft rotation before top dead center (BTDC) at which the fuel injector begins to operate. A positive angle indicates injector operation before top dead center, while a negative angle indicates operation on the downstroke after TDC |
| Fuel System Control | This parameter reports the following status information for the fuel system on diesel vehicles (for fuel systems 1 & 2 as supported by the vehicle):
Note: Systems 1 & 2 refer to two separate fuel systems - system 2 may not be in use on most vehicles |
| Fuel Pressure Control System | This parameter displays the following data for up to two fuel rails - for sensor location refer to your factory manual:
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| Injection Pressure Control System | Some diesels use a pump to pressurize an oil rail which then transfers and multiplies this pressure via a piston to provide finer control over fuel injection pressures. The ICP sensor monitors the pressure on the oil side of the fuel system, depending on the vehicle this parameter will display:
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| Boost Pressure Control | Depending on the vehicle this parameter will show the following for one or two turbochargers:
This parameter will also provide feedback on the operating mode of the boost control system, possible states are:
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| Turbocharger RPM | Measured turbine RPM of one or both turbos depending on vehicle configuration. Note: This datapoint has a maximum value of 655,350 rpm so you may need to adjust your graph range settings when monitoring data in-app or it may appear as a straight line |
| Turbocharger Temperature | This parameter reports the following data for one or both turbochargers as supported by the vehicle:
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| Turbocharger Compressor Inlet Pressure Sensor | Pressure measured at the turbocharger inlet, for either one or two turbos depending on vehicle configuration This is an absolute pressure value, a value of roughly 14.7 psi / 101.3 kPa indicates atmoshperic pressure |
| Variable Geometry Turbo (VGT) Control | Vehicles with variable geometry turbos use motors or another method of actuation to change the orientation of vanes which will either direct the exhaust gasses around, or through the turbine blades. The VGT parameter displays data related to the position/orientation of these vanes in the turbhocharger. A value of 0% indicates that the vanes are in the maximum bypass position while at 100% the vanes redirect as much exhaust gas as possible to build boost. VGT Control displays the following information for one or both turbos depending on vehicle configuration:
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| Wastegate Control | The wastegate allows exhaust gas to bypass the turbo as boost builds to prevent excessive pressure. This parameter reports the following information for electronic wastegate systems (one or two depending on the vehicle configuration):
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| Charge Air Cooler Temperature (CACT) | This parameter reports the temperature of the intercoolerair charge on turbocharged vehicles with up to four sensors:
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| Datapoint | Description |
|---|---|
| Emissions Control | |
| Commanded EGR | How open the EGR valve should be as requsted by the engine computer (0% fully closed, 100% fully open) |
| EGR Error | The percent difference between the commanded EGR opening and the actual opening of the EGR valve. Special Note:If commanded EGR is 0%, EGR error will read:
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| Commanded Diesel Intake Air Flow Control | Also referred to as EGR Throttle. Some newer diesels may employee a throttle plate to generate an intake vacuum under some conditions for the purpose of introducing EGR gasses to reduce emissions. This datapoint displays (if supported by the vehicle):
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| Exhaust Gas Recirculation Temperature | This parameter reports up to four EGR temperature values:
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| EVAP System Vapor Pressure | Gauge pressure of the EVAP system measured from either a sensor in the fuel tank or evap system line See your factory manual or a parts diagram for sensor location. |
| Absolute Evap System Vapor Pressure | Absolute pressure of the EVAP system measured from either a sensor in the fuel tank or evap system line (see your factory manual for vehicle specific measurement point) This is an absolute pressure measurement, a value of roughly 14.7 psi or 101.3 kPa indicates 0 gauge pressure relative to outside ambient conditions |
| Commanded Evaporative Purge | EVAPpurge flow rate requested by the engine computer
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| Catalyst Temperature | Temperature of the catalytic converter.
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| Diesel Aftertreatment Status | The Diesel Particulate Filter is used for trapping soot and reducing exhaust emissions on diesel vehicles. As soot accumulates, the filter will become "clogged" and the pressure drop across the filter will increase (see 'Diesel Particulate Filter'). When the filter reaches a set criteria it must be 'regenerated' - the soot is burned off through various methods so that the filter can be used again. DPF Regeneration can be:
This is a hybrid datapoint capable of display the following (if supported by your vehicle):
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| Diesel Exhaust Fluid Sensor Data | This parameter will display the followng information (as supported by the vehicle):
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| Diesel Particulate Filter (DPF) | This parameter reports up to three separate datapoints:
Bank 1 vs 2 indicate the 'side' of the engine - bank #1 will be on the same 'side' of the engine as cylinder #1 |
| Diesel Particulate Filter (DPF) Temperature | This parameter reports up to two datapoints for the particulate filter on each exhaust bank:
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| NOx Sensor | This hybrid parameter reports the NOx concentration levels in ppm of the following sensors (if supported):
Sensor number indicates whether the sensor is situated before (#1) or after (#2) the NOx adsorbtion system |
| NOx Control System | This hybrid parameter reports the following data on the NOx adsorptionsystem (as supported by the vehicle):
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| NOx Sensor Corrected Data | NOx concentration in PPM including learned adjustments and offsets. |
| NOx NTE Control Area Status | The NOx "not to exceed control area" is a range of engine operation (speed and load) in which emissions are sampled and tested vs governmental NOx limits. In addition, automakers may petition the governing body for special vehicle specific exemptions for engine operation envelopes that may normally fall within the NTE test range, but that they believe should not apply. If this exception is granted a 'carve-out area' of the engine operating envelope may be defined, in which NTE limits do not apply for this specific vehicle. This parameter displays (as supported by the vehicle):
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| PM Sensor Bank 1 & 2 | This parameter reports the following data (as supported by the vehicle) for banks 1 & 2:
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| Particulate Matter (PM) Sensor | The soot concentration as measured by the particulate matter sensors on banks 1 & 2 - displayed in mg/m3 |
| PM NTE Control Area Status | The PM "not to exceed control area" is a range of engine operation (speed and load) in which emissions are sampled and tested vs governmental particulate matter emission limits. In addition, automakers may petition the governing body for special vehicle specific exemptions for engine operation envelopes that may normally fall within the NTE test range, but that they believe should not apply. If this exception is granted a 'carve-out area' of the engine operating envelope may be defined, in which NTE limits do not apply for this specific vehicle. This parameter displays (as supported by the vehicle):
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| SCR Inducement System | Selective Catalytic Reduction is used on diesel engines to reduce the amount of NOx in the exhaust using a catalyst and reductant/reagent (often urea or ammonia) Inducement refers to strategies employed by the vehicle to alert drivers that there is an issue with the SCR system requiring their attention - depending on the vehicle this may be a dash light, cluster message, or functional restriction (torque reduction/limp mode, speed limiter, etc) SCR inducement will be triggered by one or more of the following:
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| NOx Warning And Inducement System | This parameter displays information on warning/inducement levels - for more information on inducements see SCR Induce System. Warning/inducement levels are broken down in to three levels:
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| Engine Run Time for AECD | An "Emissions Increasing Auxiliary Emissions Control Device" (AECD) is a vehicle system that has the ability to disable certain components of the vehicle's emissions control equipment. As opposed to a "defeat device", stock AECDs are permitted under regulation, but their operation and justification for use must be demonstrated to the governing body (e.g. EPA). Example of applications for AECDs include:
Each listed AECD may display one or two timers:
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