Komatsu Diagnostic Port Location

A basic OBD system consists of a central system, a network of sensors, a connection point and indicators, creating a complete monitoring system with standardized access and readability. The OBD system consists of the following components:In 1994, the California Air Resources Board issued OBD-II as a set of standards for OBD systems for all vehicles sold in California. This mandate was officially implemented in the 1996 model year and has been in use ever since. The Society of Automotive Engineers and the International Standardization Organization, known as the SAE and ISO, respectively, also issued standards for how digital information should be exchanged between ECUs and a diagnostic scan tool. The EPA further expanded the use of OBD-II following the passage of the Clean Air Act — as of 2001, 33 states and local areas require regular vehicle inspections to ensure that they meet emission standards, and OBD-II systems are a key part of these inspections.

OBD has changed significantly over the years since its introduction in the 1980s. Originally, the system would notify the user that there was a problem using the MIL, but wouldn’t store any information as to the nature of the problem. As cars became more advanced, the number of sensors installed in vehicles expanded, as did the amount of information stored inside the system.Most drivers today are familiar with the lights and indicators on their dashboard, especially the dreaded check engine light. However, did you know these lights are the surface level indicators for a complex system of diagnostic signals that constantly work to monitor the health of a vehicle? From personal vehicles to commercial trucks, these systems, called OBD systems, have become a standard, making vehicle diagnosis and maintenance easier than ever before.

The push to standardize OBD systems didn’t start until the California Air Resources Board mandated OBD capability in all cars in 1991. The board didn’t issue any standards for these OBDs, however, causing increased difficulties for vehicle manufacturers and users. When the OBD-II standard was implemented in 1994 in response to this need, all previous forms of OBDs were retroactively classified as OBD-I systems.While the above benefits of OBD2 are impressive, commercial vehicle companies can gain even more benefits when they use OBD systems to their fullest potential. At Noregon, we provide diagnostic and repair solutions that help shops and fleets maximize vehicle maintenance efficiency. Explore JPRO diagnostic software and NextStep Repair software to learn more!

OBD stands for On-Board Diagnostics and is a computer system inside of a vehicle that tracks and regulates a car’s performance. This on-board computer system collects information from the network of sensors inside the vehicle, which the system can then use to regulate car systems or alert the user to problems. A technician can then simply plug into the OBD system to collect vehicle data and diagnose the problem. OBD systems have been a great help in helping users better understand vehicle diagnostics.The first OBD systems were proprietary in nature, so they differed between manufacturers. Prior to 1990, the codes, systems and information gathered by each OBD system varied widely from manufacturer to manufacturer. While these systems proved useful, they were unnecessarily complex for technicians to work with — technicians had to purchase a new tool and cable for every vehicle make or had to invest in a scanner that had an array of adapter cables for multiple vehicle makes. Due to the proprietary nature of these systems, users were often forced to go to dealership technicians to diagnose issues.

The evolution of OBD systems can be split into two distinct phases based on the type of system popular at the time. These are described in more detail below:

If you’re not sure what cable you need, click here to view our cable guide for each make & model of construction, agricultural and industrial equipment.

We get tons of calls from people struggling to find where to hook up, since port locations can vary on every make and model. In this blog series, Diesel Laptops breaks down where the cable connections are on some of the most common construction and farming equipment we work on with our Diesel Laptops Diagnostic kits.

Later versions were bidirectional and operated at a much faster (but incredibly slow compared to today’s standards) rate of 8192 baud. Implementations using the 8192 baud rate were primarily request-driven, meaning that the main diagnostic data was not transmitted until a request was made. Some idle data transmission of trivial parameters, however, existed in many vehicles. Bidirectional communication also allowed many other functions to be performed via ALDL, such as actuator tests, parameter overrides, and in some cases even reprogramming of the ECU itself. Multiple devices could be placed on the ALDL data line for primitive networking and communication. Many later 8192 baud vehicles, for example, had airbag control, ABS, and even climate control units sending data on the same serial bus.The earliest implementations of ALDL were unidirectional and transmitted serial data at 160 baud using PWM. Some 160 baud models constantly transmitted sensor data on startup, while others started transmitting data when placed in diagnostic mode with a resistor connected to the ALDL port.Multiple scanner software programs are available. 94-95 6.5 Turbo Diesel scanner software is also available Direct USB to ALDL cables and even Bluetooth modules are available.

For the assembly plant test system computer that was connected to this vehicle connector and known by the same name, see the article IBM Series/1. In the late 1980s the system was migrated to the ADTS system (ALDL Development and Test System) which utilized an industrialized IBM PC with custom interface hardware. The ALDL communications link was originally developed at the General Motors Emissions Control Systems Project Center located at GM’s Milford, Michigan Proving ground. The center was responsible for coordinating all divisional and staff design, testing and development activities of the emission control system for GM USA passenger vehicles designed to meet the requirements of the 1981 clean air act. “In addition to monitoring the engine process, it is equipped to periodically read its own pulse and communicate the presence of any problems. It is able to do this by flashing a check engine light on the car’s instrument panel and storing the information about a malfunction in its memory. When taken to a service center, the ECM uses this same light to “talk” to the mechanic through a flashing code that indicates where the problem is. On Cadillacs, the proper code is digitally displayed. To ensure high quality in the Computer Command Control system, it will be given a final check at the end of the assembly line. Here the completely assembled vehicle will be tested by connecting the computer to a test computer. This will significantly improve GM’s ability to catch anything wrong with the system or the car’s engine.”

The signaling of ALDL is similar to the RS-232 serial data standard; differing in the voltages used to denote logical one (usually 0 V DC) and logical zero (either +5 V DC or +12 V DC), and that unlike RS-232, both transmit and receive functions are on the same conductor. Schematics are available on the internet for devices that can be used to convert the ALDL voltages to those of the RS-232 standard, allowing the raw data to be read with a computer having a serial port and the proper software.

“Project Center Chief Engineer Harry H. Lyon explains, “Basically, the ECS project center is a common watering hole for all (GM) divisional and corporate staff activities.” For example, we had representation from eight component divisions, AC Spark Plug, Delco Electronics, Delco Products, Delco Remy, Diesel Equipment, Packard Electric, Rochester Products, and Saginaw Steering Gear. The five car divisions, the body and assembly divisions, seven corporate staffs, and the patent section were also represented.” “This allows us to pool our knowledge and avoid costly and timely duplication, while at the same time it provides us with a centralized avenue to corporate management,” said Lyon. More specifically, the center has responsibility for coordinating such projects as engineering specifications for both hardware and software.”

This system was only vaguely standardized and suffered from the fact that specifications for the communications link varied from one model to the next. ALDL was largely used by manufacturers for diagnostics at their dealerships and official maintenance facilities. The connector is usually located under the dash on the driver’s side of left-hand drive (LHD) vehicles, though this location was not standardized.

Note the difference in pin ordering between the connectors and the fact that the letter I is not used. Unfortunately, the definition of which signals were present on each pin varied between vehicle models. There were generally only three pins used for basic ALDL —ground, battery voltage, and a single line for data—, although other pins were often used for additional vehicle-specific diagnostic information and control interfaces. No battery voltage is present in the 12 pin ALDL connector.

OBD 1.5 refers to a partial implementation of OBD-II which General Motors used on some vehicles in 1994, 1995, & 1996. (GM did not use the term OBD 1.5 in the documentation for these vehicles — they simply have an OBD and an OBD-II section in the service manual.)Various tools are available that plug into the OBD connector to access OBD functions. These range from simple generic consumer level tools to highly sophisticated OEM dealership tools to vehicle telematic devices.

The technical implementation of this standard is essentially the same as OBD-II, with the same SAE J1962 diagnostic link connector and signal protocols being used.Auto enthusiasts have traditionally installed additional gauges such as manifold vacuum, battery current etc. The OBD standard interface has enabled a new generation of enthusiast instrumentation accessing the full range of vehicle data used for diagnostics, and derived data such as instantaneous fuel economy. The European on-board diagnostics (EOBD) regulations are the European equivalent of OBD-II, and apply to all passenger cars of category M1 (with no more than 8 passenger seats and a Gross Vehicle Weight rating of 2500 kg or less) first registered within EU member states since January 1, 2001 for petrol (gasoline) engined cars and since January 1, 2004 for diesel engined cars. Here is a basic introduction to the OBD communication protocol according to ISO 15031. In SAE J1979 these “modes” were renamed to “services”, starting in 2003. The term “EOBD2” is marketing speak used by some vehicle manufacturers to refer to manufacturer-specific features that are not actually part of the OBD or EOBD standard. In this case “E” stands for Enhanced. GM’s ALDL (Assembly Line Diagnostic Link) is sometimes referred as a predecessor to, or a manufacturer’s proprietary version of, an OBD-I diagnostic starting in 1981. This interface was made in different varieties and changed with power train control modules (aka PCM, ECM, ECU). Different versions had slight differences in pin-outs and baud rates. Earlier versions used a 160 baud rate, while later versions went up to 8192 baud and used bi-directional communications to the PCM.

Driver’s supplementary vehicle instrumentation is instrumentation installed in a vehicle in addition to that provided by the vehicle manufacturer and intended for display to the driver during normal operation. This is opposed to scanners used primarily for active fault diagnosis, tuning, or hidden data logging.Additional vehicle-specific diagnostic and control circuits are also available on this connector. For instance, on the Corvette there are interfaces for the Class 2 serial data stream from the PCM, the CCM diagnostic terminal, the radio data stream, the airbag system, the selective ride control system, the low tire pressure warning system, and the passive keyless entry system.

OBD-II is an improvement over OBD-I in both capability and standardization. The OBD-II standard specifies the type of diagnostic connector and its pinout, the electrical signalling protocols available, and the messaging format. It also provides a candidate list of vehicle parameters to monitor along with how to encode the data for each. There is a pin in the connector that provides power for the scan tool from the vehicle battery, which eliminates the need to connect a scan tool to a power source separately. However, some technicians might still connect the scan tool to an auxiliary power source to protect data in the unusual event that a vehicle experiences a loss of electrical power due to a malfunction. Finally, the OBD-II standard provides an extensible list of DTCs. As a result of this standardization, a single device can query the on-board computer(s) in any vehicle. This OBD-II came in two models OBD-IIA and OBD-IIB. OBD-II standardization was prompted by emissions requirements, and though only emission-related codes and data are required to be transmitted through it, most manufacturers have made the OBD-II Data Link Connector the only one in the vehicle through which all systems are diagnosed and programmed. OBD-II Diagnostic Trouble Codes are 4-digit, preceded by a letter: P for powertrain (engine and transmission), B for body, C for chassis, and U for network.

OBD-II diagnostic trouble codes (DTCs) are five characters long, with the first letter indicating a category, and the remaining four being a hexadecimal number.

For example, the 94–95 Corvettes have one post-catalyst oxygen sensor (although they have two catalytic converters), and have a subset of the OBD-II codes implemented.The extent that a PC tool may access manufacturer or vehicle-specific ECU diagnostics varies between software products as it does between hand-held scanners.

The OBD-II specification provides for a standardized hardware interface — the female 16-pin (2×8) J1962 connector, where type A is used for 12 Volt vehicles and type B for 24 Volt vehicles. Unlike the OBD-I connector, which was sometimes found under the hood of the vehicle, the OBD-II connector is required to be within 2 feet (0.61 m) of the steering wheel (unless an exemption is applied for by the manufacturer, in which case it is still somewhere within reach of the driver). The first character, representing category can only be one of the following four letters, given here with their associated meanings. (This restriction in number is due to how only two bits of memory are used to indicate the category when DTCs are stored and transmitted). To use OBD2 software, one needs to have an OBD2 adapter (commonly using Bluetooth, Wi-Fi or USB) plugged in the OBD2 port to enable the vehicle to connect with the computer where the software is installed.

This hybrid system was present on GM B-body cars (the Chevrolet Caprice, Impala, and Buick Roadmaster) in 94–95, H-body cars in 94–95, W-body cars (Buick Regal, Chevrolet Lumina (’95 only), Chevrolet Monte Carlo (’95 only), Pontiac Grand Prix, Oldsmobile Cutlass Supreme) in 94–95, L-body (Chevrolet Beretta/Corsica) in 94–95, Y-body (Chevrolet Corvette) in 94–95, on the F-body (Chevrolet Camaro and Pontiac Firebird) in 95 and on the J-Body (Chevrolet Cavalier and Pontiac Sunfire) and N-Body (Buick Skylark, Oldsmobile Achieva, Pontiac Grand Am) in 95 and 96 and also on ’94-’95 Saab vehicles with the naturally aspirated 2.3.

As a carputer is essentially a PC, the same software could be loaded as for PC-based scan tools and vice versa, so the distinction is only in the reason for use of the software.Although originally not intended for the above purposes, commonly supported OBD II data such as vehicle speed, RPM, and fuel level allow GPS-based fleet tracking devices to monitor vehicle idling times, speeding, and over-revving. By monitoring OBD II DTCs a company can know immediately if one of its vehicles has an engine problem and by interpreting the code the nature of the problem. It can be used to detect reckless driving in real time based on the sensor data provided through the OBD port. This detection is done by adding a complex events processor (CEP) to the backend and on the client’s interface. OBD II is also monitored to block mobile phones when driving and to record trip data for insurance purposes.

OBD-II provides access to data from the engine control unit (ECU) and offers a valuable source of information when troubleshooting problems inside a vehicle. The SAE J1979 standard defines a method for requesting various diagnostic data and a list of standard parameters that might be available from the ECU. The various parameters that are available are addressed by “parameter identification numbers” or PIDs which are defined in J1979. For a list of basic PIDs, their definitions, and the formula to convert raw OBD-II output to meaningful diagnostic units, see OBD-II PIDs. Manufacturers are not required to implement all PIDs listed in J1979 and they are allowed to include proprietary PIDs that are not listed. The PID request and data retrieval system gives access to real time performance data as well as flagged DTCs. For a list of generic OBD-II DTCs suggested by the SAE, see Table of OBD-II Codes. Individual manufacturers often enhance the OBD-II code set with additional proprietary DTCs.Each of the EOBD fault codes consists of five characters: a letter, followed by four numbers. The letter refers to the system being interrogated e.g. Pxxxx would refer to the powertrain system. The next character would be a 0 if complies to the EOBD standard. So it should look like P0xxx.

Researchers at the University of Washington and University of California examined the security around OBD, and found that they were able to gain control over many vehicle components via the interface. Furthermore, they were able to upload new firmware into the engine control units. Their conclusion is that vehicle embedded systems are not designed with security in mind.The technical implementation of EOBD is essentially the same as OBD-II, with the same SAE J1962 diagnostic link connector and signal protocols being used.

In the United States, many states now use OBD-II testing instead of tailpipe testing in OBD-II compliant vehicles (1996 and newer). Since OBD-II stores trouble codes for emissions equipment, the testing computer can query the vehicle’s onboard computer and verify there are no emission related trouble codes and that the vehicle is in compliance with emission standards for the model year it was manufactured.Mobile device applications allow mobile devices such as cell phones and tablets to display and manipulate the OBD-II data accessed via USB adaptor cables or Bluetooth adapters plugged into the car’s OBD II connector. Newer devices on the market are equipped with GPS sensors and the ability to transmit vehicle location and diagnostics data over a cellular network. Modern OBD-II devices can therefore nowadays be used to for example locate vehicles, monitor driving behavior in addition to reading Diagnostics Trouble Codes (DTC). Even more advanced devices allow users to reset engine DTC codes, effectively turning off engine lights in the dashboard; however, resetting the codes does not address the underlying issues and can in worst-case scenarios even lead to engine breakage where the source issue is serious and left unattended for long periods of time.

On-board diagnostics (OBD) is a term referring to a vehicle’s self-diagnostic and reporting capability. OBD systems give the vehicle owner or repair technician access to the status of the various vehicle sub-systems. The amount of diagnostic information available via OBD has varied widely since its introduction in the early 1980s versions of on-board vehicle computers. Early versions of OBD would simply illuminate a malfunction indicator light (MIL) or “idiot light” if a problem was detected, but would not provide any information as to the nature of the problem. Modern OBD implementations use a standardized digital communications port to provide real-time data in addition to a standardized series of diagnostic trouble codes, or DTCs, which allow a person to rapidly identify and remedy malfunctions within the vehicle.

OBD II information is commonly used by vehicle telematics devices that perform fleet tracking, monitor fuel efficiency, prevent unsafe driving, as well as for remote diagnostics and by Pay-As-You-Drive insurance.There have been reports of thieves using specialist OBD reprogramming devices to enable them to steal cars without the use of a key. The primary causes of this vulnerability lie in the tendency for vehicle manufacturers to extend the bus for purposes other than those for which it was designed, and the lack of authentication and authorization in the OBD specifications, which instead rely largely on security through obscurity.A PC-based OBD analysis tool that converts the OBD-II signals to serial data (USB or serial port) standard to PCs or Macs. The software then decodes the received data to a visual display. Many popular interfaces are based on the ELM327 or STN OBD Interpreter ICs, both of which read all five generic OBD-II protocols. Some adapters now use the J2534 API allowing them to access OBD-II Protocols for both cars and trucks.An OBD2 software package when installed in a computer (Windows, Mac, or Linux) can help diagnose the onboard system, read and erase DTCs, turn off MIL, show real-time data, and measure vehicle fuel economy.Autel Intelligent Technology Corp., Ltd. is a China-based company mainly engaged in automotive intelligent business. The Company’s business includes research, development, manufacturing, sales and service of automotive intelligent diagnostics, detection and analysis systems and automotive electronic components. Its main products include comprehensive automotive diagnostic products, Tire Pressure Monitoring System (TPMS) series products, Advanced Driving Assistant System (ADAS) series products and other products, as well as offering in various products Car intelligent repair cloud service. The Company’s products are mainly sold to more than 50 countries and regions including the United States, Germany, the United Kingdom, and Australia.

On Windows, Linux, and macOS, the runtime has one diagnostic port open by default at a well-known endpoint. This is the port that the dotnet-* diagnostic tools are connecting to automatically when they haven’t been explicitly configured to use an alternate port. The endpoint is:

The diagnostic port supports different transports depending on platform. Currently both the CoreCLR and Mono runtime implementations use Named Pipes on Windows and Unix Domain Sockets on Linux and macOS. The Mono runtime implementation on Android, iOS, and tvOS uses TCP/IP. The channel uses a custom binary protocol. Most developers will never directly interact with the underlying channel and protocol, but rather will use GUI or CLI tools that communicate on their behalf. For example, the dotnet-dump and dotnet-trace tools abstract sending protocol commands to capture dumps and start traces. For developers that want to write custom tooling, the Microsoft.Diagnostics.NETCore.Client NuGet package provides a .NET API abstraction of the underlying transport and protocol.

In each communication channel between a diagnostic tool and the .NET runtime, one side needs to be the listener and wait for the other side to connect. The runtime can be configured to act in either role for each port. Ports can also be independently configured to suspend at startup, waiting for a diagnostic tool to issue a resume command. Ports configured to connect will repeat their connection attempts indefinitely if the remote endpoint isn’t listening or if the connection is lost, but the app does not automatically suspend managed code while waiting to establish that connection. If you want the app to wait for a connection to be established, use the suspend at startup option.Both the Mono and CoreCLR runtimes can use custom configured diagnostic ports. These ports are in addition to the default port that remains available. There are a few common reasons this is useful:All of the dotnet-* diagnostic tools expect to connect to a diagnostic port that is a local Named Pipe or Unix Domain Socket. Mono often runs on isolated hardware or in emulators that need a proxy over TCP to become accessible. The dotnet-dsrouter tool can proxy a local Named Pipe or Unix Domain Socket to TCP so that the tools can be used in those environments. For more information, see dotnet-dsrouter.

Hello Chris, Thank you When you say J1939 connector are you referring to the Deutch 9 pin connector? Do you have a list of engines / systems that appear on the insite tool? Do you have a list of Komatsu engines in total, and showing those that are common rail? Thank you.

Jaxon, As far as J1939, yes your standard 9 pin I do not have/have access to the Insite tool nor any Komatsu service info. Research is the route to go here. This is one resource I use.Ask away I am a auto electrician for … In new Zealand. The monitor panel is the electrical hub, were you can get live data and fault codes. There are no bidirectional control. Excavators have a monitor, engine controller and pump controller all on high speed can bus. The dump trucks have additional transmission control and brake controller. Information is not given out easily. The biggerWhat engine families? What protocols? Which units run diagnostics from the onboard monitors? What are the different procedures to access this data? Do they utilize a 12 pin Deutch connector for data extraction? Is there a OEM diagnostic tool that is separate to the data extraction tool?I’ve done work on some komatsu mini excavators in the past. I reached out this morning to a friend who deals with komatsu rather regularly. I will update when I hear back, or try to convince him to join the forum here.

This cable requires the use of the Truck & Off-Highway Power Supply and Adapter Kit (part # 3905031) to connect to the Navigator TXTs diagnostic adapter to perform a diagnosis.This cable’s part # is 3909073 but it’s commonly called the T67 cable. This cable is included in the Navigator TXTs Off-Highway Cable Case (part # SO49C8) and the ***NEW*** TXT Multihub Off-Highway Cable Case (part# SO49C8)The TEXA Komatsu CE Cable (T67) connects to Komatsu construction equipment through the diagnostic port in the cab. It is also possible to connect to the Komatsu/Cummins engine via the 3 pin diagnostic port on the engine using the TEXA Cummins Industrial Cable (T50) and the transmission using the TEXA ZF Cable (T17).FCar Tech USA may revise these terms of use for its web site at any time without notice. By using this web site you are agreeing to be bound by the then current version of these Terms and Conditions of Use.

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FCar Tech USA has not reviewed all of the sites linked to its Internet web site and is not responsible for the contents of any such linked site. The inclusion of any link does not imply endorsement by FCar Tech USA of the site. Use of any such linked web site is at the user’s own risk.Get connected to your Komatsu dozer, excavator and more with a Jaltest diagnostic tool equipped with Jaltest diagnostic software. Another option is to us Jaltest Info web to check fault codes, review wiring diagrams and technicial information on your Komatsu fleet from any device.

Jaltest diagnostic tools enable you to quickly diagnose your fault codes, troubleshoot symptoms and get repair instructions get your Komatsu equipment back to work.Are you looking to diagnose your Komatsu equipment? Jaltest has a construction equipment diagnostic tool to allow you to diagnose your Komatsu equipment with dealer level diagnostics. Thank you so much for taking your time and knowledge to support my concerns. Not only did you answer my questions, you even took it a step further with replying with more pertinent information I needed to know. Disclaimer: Information in questions, answers, and other posts on this site (“Posts”) comes from individual users, not JustAnswer; JustAnswer is not responsible for Posts. Posts are for general information, are not intended to substitute for informed professional advice (medical, legal, veterinary, financial, etc.), or to establish a professional-client relationship. The site and services are provided “as is” with no warranty or representations by JustAnswer regarding the qualifications of Experts. To see what credentials have been verified by a third-party service, please click on the “Verified” symbol in some Experts’ profiles. JustAnswer is not intended or designed for EMERGENCY questions which should be directed immediately by telephone or in-person to qualified professionals.Just let me say that this encounter has been entirely professional and most helpful. I liked that I could ask additional questions and get answered in a very short turn around. Thank you for all your help. It is nice to know that this service is here for people like myself, who need answers fast and are not sure who to consult. He answered my question promptly and gave me accurate, detailed information. If all of your experts are half as good, you have a great thing going here.Make and model? Most forklifts, Yale, Hyster, Cat, Mitsibitsu have a connection, but it requires a special adapter and hooks to a laptop with the Machines software. An OBD does not work.

3. Press the “Travel Mode” button, and then press and hold the button for five seconds to save your changes and turn off the maintenance indicator lights.Insert your diagnostic tool into the port, then turn on the engine of your machine. Follow your tool’s instructions to cycle through all of the stored codes on your machine until you find the one that’s causing a problem. Write down or print out any codes that you find so you’ll be able to refer to them later. Cycle through all of these codes again, clearing each one as you go until they’re all gone from your system.

This will take you to the next item. To clear another code, just repeat this step until all codes are cleared. Now start your engine and check your diagnostic panel again. If there are new codes, then write them down and let us know what they are.You’ll notice that there are two circuit boards inside, one mounted on each side of the LCD screen (they’re connected by a ribbon cable). Unscrew all of the small screws holding these boards in place and carefully remove them from the case. You may have to use a flat screwdriver or something similar to gently separate them from their mounting points.