A scanner that feeds the diagnosis In development

Today a technician reads the codes on one device and types them into another. That retyping is the whole reason this exists. Everything below is being built — this page is here so you can tell us it is the wrong thing to build before we finish it.

What already works, with no scanner at all Today

Type the VIN and the codes and AutoDX gives you the root cause, the tests that confirm it and the parts — grounded in factory manuals for Audi, VW, BMW, Mercedes and Porsche. That is live now and it is what the scanner plugs into.

Try it on a car you are working on

What the scanner adds

The codes, without the typing. Including the ones with a letter and five digits that get transposed at the keyboard more often than anyone admits.
Freeze frame as evidence, not a screenshot. The conditions the fault set under — load, coolant temperature, fuel trims — go into the diagnosis as context. Most scanners show you that screen and stop.
Live data while you drive it. A misfire that only appears warm is a different fault from one that is always there, and the difference is in the numbers, not the code.
Readiness monitors and the VIN, read rather than asked for.

It works with the adapter you already own

Your drawer has one. Requiring ours instead would be one more thing to buy before the software is worth anything, and we have spent this whole product removing those.

What an adapter can reach is not a matter of opinion, though, and this is the part other vendors leave you to discover on the car:

Adapter	Engine codes (P0xxx), live data	Body, chassis and network codes
Generic OBD-II (ELM327 class)	Yes	No
VAG-capable interface	Yes	Yes, on VW / Audi / Škoda / SEAT
J2534 pass-thru	Yes	Yes, across makes

Why this matters more here than elsewhere. The OBD-II port is an emissions standard: by law it carries engine codes and little else. A code like U105400 or B105000 lives in a body or network module that answers on the manufacturer's own protocol, and a twenty-dollar adapter cannot see it — on any software, ours included. Those are exactly the codes a European specialist spends the day on, so we would rather say it here than let you find out with the car on the lift.

When you connect, the app will tell you what that adapter can reach on that car, before you go looking for something it was never going to find.

We will recommend one adapter for shops that would rather be told than choose. Recommended, not required — a locked-down scanner is a way of charging you for a decision you can make yourself.

Clearing codes, and saying so out loud

Clearing is one command and every scanner has it. What every scanner also does is let it happen quietly.

Here it comes with the warning that belongs on it — the monitors reset, and the car will not pass an emissions test for days afterwards — and it is written onto the repair order: which codes, when, and who did it. A shop that clears a light without fixing what set it should at least be able to prove which of those two happened.

Where it will run

On a phone, in the car, next to the connector. Not in a browser tab: no iPhone browser can talk to a Bluetooth adapter, and diagnosis happens in the driver's seat rather than at the front desk. It is a native app against the same AutoDX your shop already uses, so the reading lands on the repair order by the time you are back inside.

Tell us what you already plug in

Which adapter is in your drawer, and which car it has let you down on. That answer decides what we support first — and it is worth more to us right now than a pre-order.

Tell us in one line

Or write to support@autodxpro.com — a person reads it.