Various jurisdictions now legislate on-board diagnostics to monitor the function and condition of the emissions-control system, including the catalytic converter. On-board diagnostic systems take several forms.

Temperature sensors are used for two purposes. The first is as a warning system, typically on two-way catalytic converters such as are still sometimes used on LPG forklifts. The function of the sensor is to warn of catalytic converter temperature above the safe limit of 750 °C (1,380 °F). More-recent catalytic-converter designs are not as susceptible to temperature damage and can withstand sustained temperatures of 900 °C (1,650 °F). Temperature sensors are also used to monitor catalyst functioning: usually two sensors will be fitted, with one before the catalyst and one after to monitor the temperature rise over the catalytic-converter core.

The oxygen sensor is the basis of the closed-loop control system on a spark-ignited rich-burn engine; however, it is also used for diagnostics. In vehicles with OBD II, a second oxygen sensor is fitted after the catalytic converter to monitor the O2 levels. The O2 levels are monitored to see the efficiency of the burn process. The on-board computer makes comparisons between the readings of the two sensors. The readings are taken by voltage measurements. If both sensors show the same output or the rear O2 is “switching”, the computer recognizes that the catalytic converter either is not functioning or has been removed, and will operate a malfunction indicator lamp and affect engine performance. Simple “oxygen sensor simulators” have been developed to circumvent this problem by simulating the change across the catalytic converter with plans and pre-assembled devices available on the Internet. Although these are not legal for on-road use, they have been used with mixed results. Similar devices apply an offset to the sensor signals, allowing the engine to run a more fuel-economical lean burn that may, however, damage the engine or the catalytic converter.

NOx sensors are extremely expensive and are in general used only when a compression-ignition engine is fitted with a selective catalytic-reduction (SCR) converter, or a NOx absorber catalyst in a feedback system. When fitted to an SCR system, there may be one or two sensors. When one sensor is fitted it will be pre-catalyst; when two are fitted, the second one will be post-catalyst. They are used for the same reasons and in the same manner as an oxygen sensor: the only difference is the substance being monitored.