Understanding your vehicle’s health is crucial for preventative maintenance and timely repairs. The Bluedriver Obd2 Diagnostic Scan Tool Live Data feature offers a powerful way to monitor your car’s vital signs in real-time. This article provides an in-depth look at the standard OBDII live data parameters accessible through BlueDriver, helping you interpret this information to diagnose potential issues and ensure optimal vehicle performance.
Please note that the actual data points supported can vary depending on your vehicle’s year, make, and model. To confirm compatibility and see which parameters your vehicle supports, use the Compatibility Tool on the BlueDriver website.
Decoding Vehicle Operation Parameters with BlueDriver
The BlueDriver scan tool provides a wealth of information about your vehicle’s operational status. These parameters are essential for understanding how your engine and related systems are performing.
| Datapoint | Description |
|---|---|
| Engine RPM | Revolutions Per Minute of the engine crankshaft. This indicates how fast your engine is running. Higher RPMs generally mean more power output, but also higher fuel consumption. |
| Vehicle Speed | The current speed of the vehicle, usually measured in MPH or km/h. This is a straightforward parameter reflecting your driving speed. |
| Engine Coolant Temperature | Measures the temperature of the engine coolant. It’s typically measured at the cylinder head or before the radiator. Some vehicles may have a second sensor (ECT 2) at a different location like the thermostat outlet. Refer to your vehicle’s manual for specific sensor locations. Maintaining the correct coolant temperature is vital to prevent engine overheating and damage. |
| Engine Oil Temperature | Indicates the temperature of the engine oil. The sensor’s location can vary by vehicle but is often near the oil filter. Monitoring oil temperature is important as excessively high temperatures can degrade oil quality and reduce lubrication effectiveness. |
| Ambient Air Temperature | The temperature of the air surrounding the vehicle. It’s usually slightly lower than the intake air temperature. This parameter is used by the engine control module (ECM) to adjust fuel and air mixture for optimal combustion based on environmental conditions. |
| Barometric Pressure | Measures the local atmospheric pressure, displayed as an absolute value. At sea level, it’s around 101.3 kPa or 14.7 psi, but it varies with altitude and weather conditions. The ECM uses barometric pressure readings to compensate for changes in air density, ensuring proper engine operation at different altitudes. |
| Accelerator Pedal Position | Indicates the position of the accelerator pedal as pressed by the driver. There can be up to three sensors (D, E, F) for redundancy and accuracy. This is a direct input from the driver controlling engine power and speed. |
| Relative Accelerator Pedal Position | This is the accelerator pedal position adjusted by the vehicle’s learned behavior over time. Due to scaling and adaptation, it might not always read 100% when the pedal is fully pressed. It can also be an average of multiple pedal position sensors. This parameter reflects the vehicle’s response to driver input, considering long-term adjustments. |
| Commanded Throttle Actuator | Shows the throttle position requested by the ECM based on the accelerator pedal position. It represents the engine’s intended throttle opening. |
| Relative Throttle Position | The throttle position relative to the “learned” closed position. Carbon buildup or other factors can alter throttle behavior over time. Vehicles monitor and adjust for these changes. For example, if carbon buildup causes a 5% opening when “closed,” the absolute throttle position might read 5%, while the relative position correctly reads 0%. This parameter provides a more accurate indication of the effective throttle opening. |
| Absolute Throttle Position | Indicates how open the throttle valve is, from 0% (fully closed) to 100% (fully open). Vehicles may have up to four throttle position sensors (TPS A/1, TPS B/2, TPS C/3, TPS D/4) for precise measurement and fault detection. |
| Control Module Voltage | The input voltage at the Engine Control Module (ECM). With the engine off and ignition on, it shows battery voltage. With the engine running, it displays alternator voltage. Monitoring control module voltage is crucial for diagnosing electrical system issues and ensuring the ECM receives stable power. |
| Hybrid Battery Pack Remaining Life | Also known as State of Charge (SOC). It shows the total charge percentage remaining in a hybrid vehicle’s battery pack. Individual cell data is not available via standard OBDII. This parameter is vital for hybrid vehicle owners to understand their battery’s capacity and range. |
| Hybrid/EV Vehicle System Status | Reports various statuses for hybrid and electric vehicles: 1. Hybrid/EV charging state: Charge Sustaining Mode (CSM – maintaining constant charge) or Charge Depletion Mode (CDM – targeting lower charge). Non-PHEVs always show CSM. 2. Hybrid/EV Battery Voltage: 0 to 1024V. 3. Hybrid/EV Battery Current: -3300 to 3300 Amps (negative value means charging). This provides comprehensive insights into the hybrid/EV system’s operation and charging status. |
| Calculated Engine Load Value | A calculated percentage representing the current engine torque output relative to the maximum available torque. 100% is at Wide Open Throttle (WOT), and 0% at key on engine off. This is a useful indicator of how hard the engine is working. |
| Absolute Load Value | A normalized value representing air mass intake per intake stroke as a percentage, relative to the air mass at 100% throttle under standard temperature and pressure. Naturally aspirated engines typically show 0-95%, while turbo/supercharged engines can reach up to 400%. This parameter gives a more detailed view of engine load, especially in forced induction systems. |
| Driver’s Demand Engine – Percent Torque | The percentage of maximum engine torque requested by the ECM based on accelerator pedal position, cruise control, and transmission inputs. External factors like traction control or ABS do not influence this value. This reflects the driver’s torque demand as interpreted by the ECM. |
| Actual Engine – Percent Torque | Also known as Indicated Torque. Shows the current percentage of total available engine torque, including net brake torque and the ‘friction’ torque needed to run the engine at no load. This parameter provides a holistic view of the engine’s actual torque output. |
| Engine Friction – Percent Torque | The percentage of maximum engine torque required to overcome engine friction at no load. This includes internal components, fuel, oil, water pump, air intake, exhaust, alternator, and emissions control equipment. It excludes power steering, AC compressors, braking, and active suspension systems. Understanding engine friction is important for efficiency and performance analysis. |
| Engine Reference Torque | The factory-set torque rating of the engine, considered 100% for parameters like “Actual Engine Percent Torque.” It does not reflect changes due to wear, aging, or aftermarket modifications. This is the baseline torque value used for calculations and comparisons. |
| Engine Percent Torque Data | Used when vehicle/environmental conditions can change the reference torque. Up to five different maximum torque ratings can be specified, numbered 1-5. The reason for the change isn’t reported, requiring a factory manual for interpretation. This is relevant in situations like high altitude where fuel mapping changes might reduce available torque. |
| Auxiliary Input/Output | A composite datapoint reporting various statuses if supported: 1. Power Take Off Status (On/Off). 2. Automatic Transmission Status (Park/Neutral or Drive/Reverse). 3. Manual Transmission Neutral Status (Neutral/Clutch In or In Gear). 4. Glow Plug Lamp Status (Indicator On/Off). 5. Recommended Transmission Gear (1-15). Support for this is rare; transmission status is often in enhanced live data. |
| Exhaust Gas Temperature (EGT) | May report temperatures for each exhaust bank at different sensor locations: 1. Sensor #1 – Post-turbo. 2. Sensor #2 – Post-cat. 3. Sensor #3 – Post-DPF. 4. Sensor #4 – Location varies, possibly post-NOx control. Refer to the factory manual for your specific vehicle’s configuration. Monitoring EGT is crucial for turbocharger and catalytic converter health. |
| Engine Exhaust Flow Rate | Exhaust flow rate measured upstream of the aftertreatment system, averaged over the last 1000ms, in kg/hr or lbs/hr. This parameter provides insights into engine combustion and exhaust system performance. |
| Exhaust Pressure | Exhaust pressure, displayed as an absolute value. Engine off, it should be near ambient atmospheric pressure. May report data from one or two exhaust banks. Check your factory manual for sensor locations. Monitoring exhaust pressure can help diagnose restrictions in the exhaust system. |
| Manifold Surface Temperature | Temperature of the outer surface of the exhaust manifold. This is another temperature parameter useful for monitoring exhaust system conditions. |
| Timing Advance for #1 cylinder | The crankshaft rotation angle (in degrees) before Top Dead Center (BTDC) when the spark plug for cylinder #1 starts firing. Negative values mean firing after TDC, positive values before TDC. Ignition timing is critical for engine performance and efficiency. |
| Engine Run Time | Reports several time-related parameters: 1. Total engine run time in seconds. 2. Total engine idle time in seconds (defined by no throttle input, RPM less than 150 rpm below warmed idle, inactive PTO, and vehicle speed less than 1 mph or RPM less than 200 rpm above normal idle). 3. Total run time with PTO engaged (if equipped). These parameters are useful for tracking engine usage and maintenance intervals. |
| Run Time Since Engine Start | Run time in seconds since the engine was last started. Simple parameter tracking duration of current engine operation cycle. |
| Time Run with MIL On | Engine run time since the Check Engine Light (MIL) was activated after a code was thrown. It stops increasing at 65,535 minutes (roughly 45 engine-days). On hybrids/stop-start vehicles, it increases as long as the ignition is on. This helps estimate how long a problem has been active. |
| Distance Traveled while MIL is Activated | Distance driven since the Check Engine Light last turned on. Resets when codes are cleared or the battery is disconnected. Useful for correlating mileage with fault conditions. |
| Time since Trouble Codes Cleared | Engine run time since codes were last cleared (by scan tool or battery disconnect). Stops increasing at 65,535 minutes. On hybrids/stop-start vehicles, it increases with ignition on time. Useful for tracking time elapsed since diagnostic reset. |
| Distance Traveled Since Codes Cleared | Distance traveled since engine codes were cleared. Clearing non-engine codes (e.g., ABS) does not reset this value. Helps track mileage since diagnostic reset. |
| Warm-ups Since Codes Cleared | Number of engine warm-up cycles since codes were last cleared. A warm-up cycle is defined by coolant temperature increasing at least 22 °C / 40 °F after startup and reaching at least 70 °C / 170 °F (or 60°C / 140 °F for diesel). Counter stops at 255. Non-engine code clearing doesn’t reset this. Tracks warm-up cycles since diagnostic reset, relevant for emissions readiness. |
Image: Example of Long Term Fuel Trim data displayed in a graph within the BlueDriver app, illustrating how live data can be visualized for easier analysis.
Fuel & Air Data: Optimizing Engine Efficiency
Monitoring fuel and air data is critical for ensuring optimal engine performance and fuel efficiency. BlueDriver provides access to these vital parameters.
| Datapoint | Description |
|---|---|
| Fuel System Status | Indicates whether the vehicle is running in ‘open’ or ‘closed’ loop mode. Open loop: ECM uses pre-programmed air:fuel ratios. Closed loop: ECM uses O2 sensor feedback to adjust air:fuel ratio. Reports status for two fuel systems (A & B), representing distinct systems (e.g., CNG & diesel) on one vehicle, not bank numbers. Most passenger vehicles have one fuel system; system B usually reports open loop always. Understanding loop status is key to diagnosing fuel control issues. |
| Oxygen Sensor Voltage | Voltage output from the Oxygen (O2) sensors. See BlueDriver’s guide on O2 sensor display and Walker’s O2 Sensor Training Guide for interpretation details. O2 sensor voltage is crucial for air-fuel ratio monitoring. |
| Oxygen Sensor Equivalence Ratio | O2 sensor equivalence ratio, also known as Lambda. See BlueDriver’s guide on O2 sensor display. Lambda values indicate lean (>1), rich (<1), or ideal (~1) air-fuel mixtures. |
| Oxygen Sensor Current | Similar to O2 sensor voltage. 0mA indicates balanced air:fuel ratio, positive current lean mixture, negative current rich mixture. Provides another perspective on air-fuel mixture from O2 sensors. |
| Short Term Fuel Trim | Fuel injection rate adjustments based on rapid changes detected by O2 sensors. Negative trim means rich condition (less fuel needed), positive trim lean condition. Bank number indicates engine side, sensor number pre (#1) or post (#2) catalytic converter sensors. Short term fuel trim works with long term fuel trim for net injection correction. Post-cat sensor fuel trim may be displayed as 99.2% if not used by the vehicle. Monitors and adjusts for immediate air-fuel ratio deviations. |
| Long Term Fuel Trim | Similar to short term trim but reacts slower, representing learned vehicle behavior over time. Bank and sensor numbers same as short term trim. Post-cat sensor fuel trim may be 99.2% if unused. Long term fuel trim compensates for gradual changes in engine operating conditions. |
| Commanded Equivalence Ratio | The fuel:air ratio requested by the ECM, displayed as lambda value (>1 lean, <1 rich, ~1 ideal). Vehicles with wide range O2 sensors: displayed in open & closed loop. Conventional O2 sensors: displayed in open loop; in closed loop, it’s 1.0. Shows the target air-fuel ratio set by the ECM. |
| Mass Air Flow Rate | Air flow rate through the intake, in g/s or lb/min. On turbocharged vehicles, the MAF sensor is upstream of the turbo. MAF readings are crucial for calculating correct fuel delivery. |
| Intake Air Temperature | Temperature of intake air. Turbocharged vehicles may have two IAT sensors: #1 before turbo, #2 after. Dual intake tracts may have bank 1 and 2 sensor data. Intake temperature should be slightly above ambient air temperature in normal operation. IAT affects air density and thus engine performance. |
| Intake Manifold Absolute Pressure | Pressure inside the intake manifold. For turbo applications, it’s pressure after turbo/intercooler. Absolute pressure value: at idle, slightly below ambient pressure; key on/engine off, ambient pressure. To get gauge pressure, subtract atmospheric value. MAP sensor readings are vital for fuel and ignition timing calculations, especially in boosted engines. |
| Fuel Pressure (Gauge) | Fuel pressure value. Gauge value: 0 indicates atmospheric pressure. Monitoring fuel pressure is essential for diagnosing fuel delivery problems. |
| Fuel Rail Pressure | Pressure in the fuel rail, displayed as a gauge value (0 psi/kPa = atmospheric pressure). Important for common rail fuel injection systems. |
| Fuel Rail Pressure (Absolute) | Fuel rail pressure as an absolute pressure value. When not pressurized, it shows ambient pressure (~14.7 psi or 101.3 kPa). Provides absolute pressure reference for fuel rail. |
| Fuel Rail Pressure (relative to manifold vacuum) | Fuel pressure relative to intake manifold vacuum. Useful in some diagnostic scenarios. |
| Alcohol Fuel % | Ethanol/alcohol content percentage measured by the ECM. E85 blend shows ~85%. Important for flex-fuel vehicles and monitoring fuel composition. |
| Fuel Level Input | Percentage of maximum fuel tank capacity. Basic fuel level reading. |
| Engine Fuel Rate | Near-instantaneous fuel consumption rate, in Liters or Gallons per hour. Calculated by ECM based on fuel used in the last 1000 ms. Excludes fuel used by diesel aftertreatment systems. Real-time fuel consumption monitoring. |
| Cylinder Fuel Rate | Calculated fuel injected per cylinder during the most recent intake stroke, in mg/stroke. Detailed fuel injection data per cylinder. |
| Fuel System Percentage Use | Percentage of total fuel usage for each cylinder bank, up to four banks. Can show data for two fuel systems (e.g., diesel & CNG). Useful for analyzing fuel distribution across engine banks. |
| Fuel Injection Timing | Crankshaft rotation angle (degrees) before TDC when fuel injector starts operating. Positive angle: before TDC; negative angle: after TDC. Fuel injection timing is critical for combustion efficiency. |
| Fuel System Control | Status info for diesel fuel systems (1 & 2): Fuel pressure, injection quantity, injection timing, and idle fuel balance/contribution control (Closed/Open loop). Closed loop means sensor feedback is used for fine tuning. Systems 1 & 2 are separate fuel systems; system 2 may be unused. Diesel-specific fuel system control status. |
| Fuel Pressure Control System | Data for up to two fuel rails: Commanded rail pressure, Actual rail pressure, and Temperature. Pressure is gauge pressure (0 = atmospheric). Sensor locations vary; check factory manual. Detailed fuel rail pressure and temperature data. |
| Injection Pressure Control System | For some diesels using oil pressure to control fuel injection. Monitors oil side pressure (ICP sensor). May display Commanded/Actual Pressure for Rail A and Rail B. Diesel-specific injection pressure monitoring. |
| Boost Pressure Control | For one or two turbochargers: ECM commanded boost pressure and Actual boost pressure. Absolute pressure reported. Gauge pressure is absolute pressure minus atmospheric pressure (e.g., 24.7 psi absolute = 10 psi gauge). At idle, reads near ambient pressure. Operating mode feedback: Open Loop (no sensor feedback, no faults), Closed Loop (sensor feedback, no faults), Fault Present (unreliable boost data). Crucial for turbocharger system diagnostics. |
| Turbocharger RPM | Turbine RPM of one or both turbos. Max value 655,350 rpm. May need to adjust graph range in-app. High-speed turbo RPM monitoring. |
| Turbocharger Temperature | Data for one or both turbos: 1. Compressor inlet temperature (pre-turbo). 2. Compressor outlet temperature (post-turbo). 3. Turbine inlet temperature (pre-turbine). 4. Turbine outlet temperature (post-turbine). Charge air temp range: -40 to 215 degC. Exhaust temp range: -40 to 6513.5 degC. Comprehensive turbocharger temperature monitoring. |
| Turbocharger Compressor Inlet Pressure Sensor | Pressure measured at turbo inlet, for one or two turbos. Absolute pressure value (~14.7 psi / 101.3 kPa = atmospheric pressure). Turbo inlet pressure reference. |
| Variable Geometry Turbo (VGT) Control | Data for VGT vane position: Commanded VGT Position, Actual VGT Vane Position, VGT Control Status (Closed/Open Loop, Fault State). Vane position 0% = max bypass, 100% = max boost. VGT control system monitoring. |
| Wastegate Control | Data for electronic wastegate systems (one or two): Commanded wastegate position (0% closed, 100% max bypass) and Actual wastegate position. Wastegate system control monitoring. |
| Charge Air Cooler Temperature (CACT) | Temperature of intercooler air charge for turbocharged vehicles with up to four sensors: Bank 1 Sensor 1, Bank 1 Sensor 2, Bank 2 Sensor 1, Bank 2 Sensor 2. SAE/OBDII standard doesn’t specify default mapping; check factory manual for sensor locations. Intercooler performance monitoring. |
Emissions Control Equipment Information: Staying Compliant
Emissions control systems are vital for reducing harmful pollutants. BlueDriver provides data to monitor the performance of these systems and ensure your vehicle is environmentally compliant.
| Datapoint | Description |
|---|---|
| Commanded EGR | Requested opening percentage of the Exhaust Gas Recirculation (EGR) valve by the ECM (0% fully closed, 100% fully open). EGR valve control monitoring. |
| EGR Error | Percentage difference between commanded and actual EGR valve opening. Special Note: If commanded EGR is 0%, EGR error will be: 0% if actual EGR is 0%, 99.2% if actual EGR is not 0% (indicating “undefined” or not applicable). Calculated as (actual – commanded)/commanded. EGR system performance monitoring. |
| Commanded Diesel Intake Air Flow Control | Also known as EGR Throttle. Some newer diesels use a throttle plate to create intake vacuum for EGR. Displays (if supported): Commanded/Actual position of intake air flow throttle plate and secondary EGR throttle (if fitted). Diesel-specific EGR system control. |
| Exhaust Gas Recirculation Temperature | Up to four EGR temperature values: EGRTA – Bank 1 Pre-Cooler, EGRTB – Bank 1 Post-Cooler, EGRTC – Bank 2 Pre-Cooler, EGRTD – Bank 2 Post-Cooler. Detailed EGR temperature monitoring at various points. |
| EVAP System Vapor Pressure | Gauge pressure of the Evaporative Emission Control (EVAP) system, measured from a sensor in the fuel tank or EVAP line. Check factory manual for sensor location. EVAP system pressure monitoring for leak detection. |
| Absolute Evap System Vapor Pressure | Absolute pressure of the EVAP system. Absolute pressure measurement: ~14.7 psi or 101.3 kPa indicates 0 gauge pressure. Absolute EVAP system pressure reference. |
| Commanded Evaporative Purge | EVAP purge flow rate requested by the ECM (0% fully closed – 100% maximum). EVAP purge flow control monitoring. |
| Catalyst Temperature | Temperature of the catalytic converter. Bank # indicates engine side, Sensor # pre (#1) or post (#2) cat. Catalytic converter temperature monitoring for efficiency and health. |
| Diesel Aftertreatment Status | Hybrid datapoint reporting diesel particulate filter (DPF) and NOx adsorber statuses: 1. DPF Regeneration Status (Active/Not Active). 2. DPF Regeneration Type (Passive/Active). 3. NOx Adsorber Regen Status (Active/Not Active). 4. NOx Adsorber Desulferization Status (Active/Not Active). 5. Normalized Trigger for DPF Regen (0% completed – 100% about to start). 6. Average Time Between DPF Regens. 7. Average Distance Between DPF Regens. Comprehensive diesel aftertreatment system status. |
| Diesel Exhaust Fluid Sensor Data | Reports (if supported): 1. DEF Type (Urea high/low, diesel, proper DEF, sensor fault). 2. DEF Concentration (should be ~32.5% for proper DEF). 3. DEF Tank Temperature. 4. DEF Tank Level (may not be progressive; see “NOx Control System”). Diesel Exhaust Fluid (DEF) system monitoring. |
| Diesel Particulate Filter (DPF) | Up to three datapoints: 1. Inlet pressure. 2. Outlet pressure. 3. Differential pressure across the DPF. Increased differential pressure indicates soot accumulation. Bank 1 vs 2 indicates engine side. DPF pressure monitoring for soot load and regeneration needs. |
| Diesel Particulate Filter (DPF) Temperature | Up to two datapoints per exhaust bank: 1. Inlet temperature. 2. Outlet temperature. Bank 1 vs 2 indicates engine side. DPF temperature monitoring during regeneration. |
| NOx Sensor | Hybrid parameter reporting NOx concentration levels (ppm) for sensors: 1. Bank 1 Sensor 1. 2. Bank 1 Sensor 2. 3. Bank 2 Sensor 1. 4. Bank 2 Sensor 2. Bank # engine side, Sensor # before (#1) or after (#2) NOx adsorber. NOx emission level monitoring. |
| NOx Control System | Hybrid parameter for NOx adsorption system data: 1. Average Reagent Consumption Rate. 2. Average Demanded Consumption Rate. 3. Reagent Tank Level (0-100%, may not be progressive). 4. NOx Warning Indicator Time (engine run time since NOx/SCR warning light). Detailed NOx control system performance and reagent usage. |
| NOx Sensor Corrected Data | NOx concentration in PPM with learned adjustments and offsets. Corrected NOx emission levels. |
| NOx NTE Control Area Status | NOx “not to exceed control area” status: 1. Vehicle inside/outside NOx control area. 2. Vehicle inside manufacturer exception/”carve-out” region. 3. NTE related deficiency within NOx control area. Monitors compliance within NOx emission control zones. |
| PM Sensor Bank 1 & 2 | Data for banks 1 & 2: Particulate matter sensor active (yes/no), regenerating (yes/no), and value (0% clean – 100% regen needed). Particulate Matter (PM) sensor status and regeneration. |
| Particulate Matter (PM) Sensor | Soot concentration measured by PM sensors on banks 1 & 2, in mg/m3. PM concentration levels. |
| PM NTE Control Area Status | PM “not to exceed control area” status: 1. Vehicle inside/outside PM control area. 2. Vehicle inside manufacturer exception/”carve-out” region. 3. NTE related deficiency within PM control area. Monitors compliance within PM emission control zones. |
| SCR Inducement System | Selective Catalytic Reduction (SCR) inducement status (on/off) and reasons for activation (low reagent, incorrect reagent, abnormal consumption, excessive NOx). Also shows inducement history in 10,000 km intervals. SCR inducement system monitoring and history. |
| NOx Warning And Inducement System | Information on warning/inducement levels (Level 1-3: severity from minor to severe). Status for each level (Inactive, Enabled but not active, Active, Not supported). Also reports total engine hours for incorrect reagent, consumption rate, dosing interruption, and DTCs for EGR/NOx control. Detailed NOx warning and inducement system status and history. |
| Engine Run Time for AECD | Engine run time (seconds) during which each “Emissions Increasing Auxiliary Emissions Control Device” (AECD) was active. AECDs are permitted systems that can disable emissions control components under specific conditions. Reports TIME1 (total run time with AECD active) and TIME2 (max value if not used). If two timers used: TIME1 (run time with up to 75% emissions control inhibition), TIME2 (run time with over 75% inhibition). Timers cannot be reset. AECD operation time tracking. |
By leveraging the BlueDriver OBD2 diagnostic scan tool live data capabilities, you gain a significant advantage in understanding your vehicle’s intricate systems. This detailed information empowers you to proactively address potential issues, ensuring your vehicle runs efficiently, reliably, and stays compliant with emissions standards. Whether you’re a seasoned mechanic or a car owner keen on vehicle maintenance, BlueDriver’s live data feature is an invaluable tool for informed diagnostics and vehicle care.
