It was last week when i deciede to diagnosed my car usuing my auto teacher snap-on Diagnosed tool to diagnose it. the reason i decided to diagnose it was that it dosent have an check engine light. OK heres the problem. when i hook it all up i can the snap-on cant wouldn't go to the next part where it checks the car it would just stay there. and also what does the overheat exhaust system light in the idiot cluster tells me if it comes on.

 

Build a $5 tester yourself using 2 LED's, some wire, and a couple of spade connectors. I doubt the Snap-On thing is even compatible with our cars. We don't exactly have OBD's.

 

Yeah, s4's definately don't have OBD. I think s5's might have OBD-0, but I could be wrong.
Here's how to check it on an s4: http://fc3spro.com/TECH/HOWTO/ERRORC...KI/zerror.html

 

the S5 you just ground the green 1 pin plug on the driver side by the leading coils and count on you check engine light the codes

 

Its an S4 na

 

No RX-7 has OBD II which is what most readers see

 

I though I had read something about OBD-0 which was similar to the system s5's have. I could have mixed it up with something else, though.

 

OBD is California's requirement of all cars sold in CA after 1987 have some sort of engien reporting diagnostics. It really was a stop gap. The primitive On-board engine diagnostics found on the S4, S5 and S6 models, which only have Mazda programing and no universal language could technically be called ODB.

OBD II is a set of standards mandated by the NHTSA (the feds).

This would be a standardized set of error codes related to emissions errors that can be pulled from any car using a hand held or terminal based reader.

 

Ah, ok, good to know. I just searched for OBD-0 and all I found was stuff on hondas. In all the official stuff it only mentioned OBD I and II, so who knows.

 

A little history:

* 1970 The United States Congress passes the Clean Air Act and establishes the Environmental Protection Agency.
* ~1980 On-board computers begin appearing on consumer vehicles, largely motivated by their need for realtime tuning of fuel injection systems. Simple OBD implementations appear, though there is no standardization in what is monitored or how it is reported.
* 1982 General Motors implements an internal standard for its OBD called the Assembly Line Communications Link (ALCL), later renamed the Assembly Line Diagnostics Link (ALDL). The initial ALCL protocol communicates at 160 baud with PWM signalling and monitors very few vehicle systems.
* 1986 An upgraded version of the ALDL protocol appears which communicates at 8192 baud with half-duplex UART signalling. This protocol is defined in GM XDE-5024B.
* ~1987 The California Air Resources Board (CARB) requires that all new vehicles sold in California starting in manufacturer's year 1988 (MY1988) have some basic OBD capability. The requirements they specify are generally referred to as the "OBD-I" standard, though this name isn't applied until the introduction of OBD-II. The data link connector and its position are not standarized, nor is the data protocol.
* 1988 The Society of Automotive Engineers (SAE) recommends a standardized diagnostic connector and set of diagnostic test signals.
* ~1994 Motivated by a desire for a state-wide emissions testing program, the CARB issues the OBD-II specification and mandates that it be adopted for all cars sold in California starting in MY1996 (see CCR Title 13 Section 1968.1 and 40 CFR Part 86 Section 86.094). The DTCs and connector suggested by the SAE are incorporated into this specification.
* 1996 Legislation is passed requiring any component malfunction that causes the MIL to illuminate is the manufacturer's responsibility to repair, provided that the vehicle is within its emissions warranty period. This was done in an effort to persuade manufacturers to produce more robust emissions control equipment.
* 1996 The OBD-II specification is made mandatory for all cars sold in the United States.
* 2001 The European Union makes EOBD, a variant of OBD-II, mandatory for all petrol vehicles sold in Europe starting in MY2001 (see European Directive 98/69/EC).
* 2008 All cars sold in the United States are required to use the ISO15765-4 signalling standard (a variant of the CAN bus).


and the standards:

OBD-I

The regulatory intent of OBD-I was to encourage auto manufacturers to design reliable emission control systems that remain effective for the vehicle's "useful life". The hope was that by forcing annual emissions testing for California, and denying registration to vehicles that did not pass, drivers would tend to purchase vehicles that would more reliably pass the test. Along these lines, OBD-I was largely unsuccessful—the means of reporting emissions-specific diagnostic information was not standardized. Technical difficulties with obtaining standardized and reliable emissions information from all vehicles led to an inability to effectively implement the annual testing program.

OBD 1.5

OBD 1.5 is an OBD I system with the 16 pin OBD II diagnostic connector. An OBD I code reader must be used. It is only believed to be used by GM in 1994 and 1995. OBD1.5 has also been used on Mitsubishi cars of '95 '97 vintage.

OBD-II

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. 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 simplification of reporting diagnostic data led the feasibility of the comprehensive emissions testing program envisioned by the CARB.

OBD-III

An OBD-III specification is in the regulatory development phase. Information on the content of this specification is limited. Some have speculated that OBD-III will include the capability for a vehicle to report emissions violations automatically using some sort of radio transmitter.

 

Yep, thats the exact page I found. I don't know what those crazy honda people are talking about with OBD-0.

 

probably mistakenly calling ODB-I , ODB-0

 

Well, it was on engine swaps mainly. Something about an OBD-0 to OBD-I swap. It could mean OBD 1 to OBD 1.5, maybe. That or something honda specific and they just used that terminology for ease of understanding.

 

Or maybe they mean that ODB-0 is no ODB

 

Yeah, by saying OB-0 most people are referring to pre-obd cars...especially Honda Guys..
that scanner is in no way compatible with your car..you will need to follow the factory method of retrieving diagnostic codes, what makes you think you have an issue anyway?
Do you have some sort of driveability problem??or just a light that says you have too high exhaust temps?? If you are experiencing a "hotter" than normal exhaust your most likely have a lean condition going on...

 

contrary to popular belief there is no magical device you can plug into any car that will pinpoint a problem, even current scanners just give you a hint at where a problem lies, in older cars like the S4 you have to rely on a special $400 code reader or a $5 special LED tool to read codes, it really is a "dumb" system in that it doesn't store any info or give any live data.

unless you go standalone...

 

Thanks alot guys well my overheat exhaust system light dont come on but i was just wonder if it ever comes on then what is my problem. So those snap-on computer dont work on our s4 so then we have to built a 5 dollar led light to diagnosed it ourself. well ill do it this weekend and then i think im also doing a compression check on my car today.. hope i dont need a rebuilt. thanks alot guys.

 

Ah, so its a stupid honda thing.
Also, the overheat exhaust thing means that the cat is getting super hot. I've never actually heard of anyone having it work properly, though, but it could just be that the 20 year old sensor no longer works.