Very helpful - Thanks. It pretty much negates the argument I've had with EV conversion shops not wanting to convert cars from 199? onwards because of CAN codes. Programmatically it would be very easy to emulate the signals coming from an ECM and inject it into the BUS especially since it's all based on an international standard.
...How easy is easy?... It's not a problem of whether it could be done but a matter of who among their ranks have the ability to write the code and at what cost their service will entail. Both of those points which are the trivial concerns, in the grand scheme, when you take a step back and ask about the liability that a business invites upon itself when (depending on how their product is coded and implemented and marketed) asking: how could their product potentially interfere with the safe necessary deployment of air bags, or trigger false deployment of air bags during normal driving conditions, or render other convenience and safety and security measures diminished or otherwise inoperable? No matter how strongly they word a legal waiver or how strongly they advocate for the limitations of their product or how clear they are about any inherent dangers and measures they take to protect themselves... It is still a big gamble whether there is a scenario where courts find them liable for exorbitant damages. But, I understand your reaction. At a surface level it sure does seem easy to implement a solution, but in practice you're looking at dozens upon dozens of weeks of highly trained technicians reverse engineering a problem and implementing a bespoke solution... I'm sure it's technically easy to emulate the ECM signals to trick the car into reading that the ICE is still operating normally but there're too many variables in implementing solutions and easy becomes a relative term when actually solving the problem takes highly specialized knowledge hundreds if not thousands of man hours to complete.
@@dustinbird2090 You brought up some valid points I hadn't considered. Most likely be able to address most of these by leaving the ECM in play and convert the EV controller outputs into something it can understand. Then it's just a matter of compliance. Food for thought in any case. Thanks.
How about a simple question?, Can an OBD2 display on a HUD things like(I have a Maverick, hybrid) each battery's charge condition, throttle position, oil pressure and temperature, coolant temperature, non-engineering gooble dee gook. Is there a list someplace of things like that, thing that the HUD can readily display?
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Very helpful - Thanks. It pretty much negates the argument I've had with EV conversion shops not wanting to convert cars from 199? onwards because of CAN codes. Programmatically it would be very easy to emulate the signals coming from an ECM and inject it into the BUS especially since it's all based on an international standard.
...How easy is easy?... It's not a problem of whether it could be done but a matter of who among their ranks have the ability to write the code and at what cost their service will entail. Both of those points which are the trivial concerns, in the grand scheme, when you take a step back and ask about the liability that a business invites upon itself when (depending on how their product is coded and implemented and marketed) asking: how could their product potentially interfere with the safe necessary deployment of air bags, or trigger false deployment of air bags during normal driving conditions, or render other convenience and safety and security measures diminished or otherwise inoperable? No matter how strongly they word a legal waiver or how strongly they advocate for the limitations of their product or how clear they are about any inherent dangers and measures they take to protect themselves... It is still a big gamble whether there is a scenario where courts find them liable for exorbitant damages.
But, I understand your reaction. At a surface level it sure does seem easy to implement a solution, but in practice you're looking at dozens upon dozens of weeks of highly trained technicians reverse engineering a problem and implementing a bespoke solution... I'm sure it's technically easy to emulate the ECM signals to trick the car into reading that the ICE is still operating normally but there're too many variables in implementing solutions and easy becomes a relative term when actually solving the problem takes highly specialized knowledge hundreds if not thousands of man hours to complete.
@@dustinbird2090 You brought up some valid points I hadn't considered. Most likely be able to address most of these by leaving the ECM in play and convert the EV controller outputs into something it can understand. Then it's just a matter of compliance. Food for thought in any case. Thanks.
Great explanation, thank you
You're referring to OBD-II as a connector, as a protocol and as a standard... and that's confusing
😂😂
awesome
Got questions on OBD2? Let us know!
I am eagerly looking for how to get information from peripheral modules (not ECU). is there kind of a standard PID list for these as well?
How about a simple question?, Can an OBD2 display on a HUD things like(I have a Maverick, hybrid) each battery's charge condition, throttle position, oil pressure and temperature, coolant temperature, non-engineering gooble dee gook. Is there a list someplace of things like that, thing that the HUD can readily display?
awesome video...we could make a lot of money together..
Nice voice lol
Thank you for this video. Belive or not I'am making notes.
Can we filter what information is released via response pids if we feel the manufacturer is offering more information than necessary?
5:22 wauv, nano seconds time stamps.