Freeze Frame Data: List
NOTE:
Some items are not displayed according to the specifications.
| Display | Contents | Unit |
|---|---|---|
| Engine Speed | Value calculated from crankshaft position sensor output value. | RPM |
| Air Flow Rate from Mass Air Flow Sensor |
Value calculated from air flow sensor output value. | g/s or lb/m |
| Vehicle Speed Sensor | Value calculated from vehicle speed sensor output value. | km/h or MPH |
| Throttle Opening Angle | Throttle valve opening angle (in percentage) calculated from throttle position sensor output value. | % |
| Ignition Timing Advance for #1 Cylinder | Ignition timing control value for No. 1 cylinder. Calculated from rotation speed, manifold pressure, intake air temperature, water temperature, and data from knock sensor etc. |
° |
| Coolant Temp. | Value calculated from engine coolant temperature sensor output value. | °C or °F |
| Short Term Fuel Trim (B1) | Air fuel ratio correction control value for the front oxygen (A/F) sensor. | % |
| Long Term Fuel Trim (B1) | Air fuel ratio learning control value for the front oxygen (A/F) sensor. | % |
| Mani. Absolute Pressure | Value calculated from manifold pressure sensor output. | kPa, mmHg, inHg or psi |
| Bank 1 - Sensor 2 present at that location | Rear oxygen sensor output voltage value. | V |
| VVT Adv. Ang. Amount R | AVCS advance angle amount for the RH bank on the intake side. | deg |
| VVT Advance Target Angle Amount R | AVCS target advance angle amount for the RH bank on the intake side. This value is compared with the AVCS advance angle amount R to judge if the intake AVCS is operating properly. Response delays during the transition time. |
deg |
| VVT Adv. Ang. Amount L | AVCS advance angle amount for the LH bank on the intake side. | deg |
| VVT Advance Target Angle Amount L | AVCS target advance angle amount for the LH bank on the intake side. This value is compared with the AVCS advance angle amount L to judge if the intake AVCS is operating properly. Response delays during the transition time. |
deg |
| Exh. VVT Retard Ang. R | AVCS retard angle amount for the RH bank on the exhaust side. | deg |
| Ex VVT Retard Target Angle R | AVCS target retard angle amount for the RH bank on the exhaust side. This value is compared with the AVCS retard angle amount R to judge if the exhaust AVCS is operating properly. Response delays during the transition time. |
deg |
| Exh. VVT Retard Ang. L | AVCS retard angle amount for the LH bank on the exhaust side. | deg |
| Ex VVT Retard Target Angle L | AVCS target retard angle amount for the LH bank on the exhaust side. This value is compared with the AVCS retard angle amount L to judge if the exhaust AVCS is operating properly. Response delays during the transition time. |
deg |
| Number of Cleaning Executions for VVT Self-recovery | Number of times that the intake AVCS oil control valve cleaning is performed. | Time |
| Number of Cleaning Executions for Ex VVT Self-recovery | Number of times that the exhaust AVCS oil control valve cleaning is performed. | Time |
| Control module voltage | ECM input power supply voltage. | V |
| Target Equivalence Ratio | Target air fuel ratio. (Lambda). It usually becomes 1 aiming at a theoretical air fuel ratio. |
- |
| Oil Temperature | Value calculated from the engine oil temperature sensor output value. | °C or °F |
| IAT Sensor #11 | Value calculated from the intake air temperature sensor output value of the air flow sensor. | °C |
| IAT Sensor #12 | Value calculated from the intake air temperature sensor output value of the manifold pressure sensor. | °C |
| Ambient air temperature | Value that ECM estimates by using input values from the engine coolant temperature sensor or the intake air temperature sensor etc. | °C or °F |
| Calculated LOAD Value | Current rate of air amount. Value assuming that the air amount at the current engine speed with the throttle fully open is 100%. |
% |
| Absolute Load Value | Percentage of current intake air amount against the maximum air intake amount of the engine. For non-turbo engine, the value can be close to 95%, but will never be 100%. For turbo engine, this value may exceed 100% due to a boost pressure. |
% |
| Barometric Pressure | Value calculated from atmospheric pressure sensor output value. | kPa |
| Electric Waste Gate Valve Position Sensor Learning Value at the Full-closed Position | Learning value of actual stroke value of electronic wastegate valve for diagnosis | mm |
| Actual Throttle Opening Angle | Actual throttle opening angle. Calculated by ECM based on the throttle sensor input value. |
deg |
| Commanded Throttle Actuator Control | Control value of the target throttle opening angle calculated by ECM. Target value of opening angle in percentage when 0% means fully closed and 100% means fully open. |
% |
| Relative Throttle Position | Current throttle opening angle in percentage against the throttle voltage (full range) that has reflected the full close point learning value. The value will be approx. 70% at full open. |
% |
| Idle Mass Air Flow | Air volume correction value to maintain the target rotation speed in each water temperature. Corrects air volume when the water temperature changes. It includes values of the feedback correction amount and the learning value. |
g/s or lb/m |
| Idle Mass Air Flow Feedback correct | Air volume compensation value of ISC as a feedback correction to stabilize the idling speed. | g/s or lb/m |
| ISC Learning Value | Learning control value of ISC. After warming up, learning control is executed to reduce the ISC feedback correction to zero, in order to stabilize the engine speed. |
g/s or lb/m |
| Idle A/C load correct | Air volume correction when the air conditioner is turned on. ECM corrects the air volume against the target rotation speed when the air conditioner is turned ON. |
g/s or lb/m |
| Electric Load Feedback Val | Air volume correction value when an electric load is turned on. ECM corrects the air volume against the set target rotation speed when the electric load is turned ON. |
g/s or lb/m |
| Idle dirty throttle correct | Calculates the ISC learning values on a long-term basis, and judges as an ISC dirty throttle correction when the learning value increases gradually. When carbon or other dirt accumulates on the ISC throttle and make the throttle dirty, air volume decreases when the throttle is fully closed. The ECM increases the amount of compensation air to keep the rotation speed. |
g/s or lb/m |
| Fuel Rail Pressure A | Fuel pressure sensor output value set to the high pressure fuel line. Input value to ECM. |
kPa or psi |
| Fuel Rail Pressure B | Fuel pressure sensor output value set to the high pressure fuel line. Input value to ECM. |
kPa or psi |
| Commanded Fuel Rail Pressure A | Target fuel pressure for high pressure fuel line calculated by ECM. | kPa or psi |
| Commanded Fuel Rail Pressure B | Target fuel pressure for high pressure fuel line calculated by ECM. | kPa or psi |
| Fuel Level Input | Fuel level sensor output value. Input value to ECM. Total value of main and sub. |
% |
| Fuel level resistance | Fuel level sensor resistance value. Input value to ECM. |
ohm |
| Fuel Pump Duty | Fuel pump duty ratio. Supply voltage to the fuel pump is under a duty control by the ECM. This value shows the duty ratio. While the amount of fuel supply is small, such as during idling, the duty value is lowered to decrease the supply voltage. |
% |
| Commanded Evaporative Purge | Evaporative purge rate displayed by the OBD. | % |
| Purge Density Learn Value | Leaning value of the evaporation gas density purged from the canister. ECM displays the estimated leaning value. |
% |
| Evap Purge Flow | Purge ratio when the evaporation gas is purged from the canister. ECM performs a duty drive to the purge solenoid valve. The amount of gas actually purged will vary depending on the vacuum pressure difference before/after the solenoid valve. Purge ratio displayed here shows current purge amount in percentage against the maximum purge amount when the maximum vacuum pressure is applied. |
% |
| Purge Line Pressure | Pressure physical value read by CPC pressure sensor Input signal from CPC pressure sensor CPC pressure sensor output A/D value converted to physical value |
kPa |
| Alternator control mode | Control mode of the electric power generation voltage by the alternator. Low: Mode that controls the battery charge Mid: Mode where the battery is not charged and discharged High: Mode that fixes the voltage when the battery is charged or when an electric load is turned on ExHigh: Mode where the battery is charged during deceleration Low (Start): Mode that gradually increases the voltage at start Smart: Mode that inhibits the excessive charging while retaining target SOC Neutral: Neutral mode passing through the transition to the next mode from ExHigh |
- |
| Battery Terminal Voltage | Voltage value between battery terminals input from the battery sensor. | V |
| Battery Charge/Discharge Current | Battery charge/discharge current value input from the battery sensor. When the value is positive: The current flows to a direction that the battery is charged. When the value is negative: The current flows to a direction that the battery is discharged. |
A |
| Estimated Battery Temperature | Battery temperature input from the battery sensor. | °C |
| Remaining battery capacity | Remaining amount of battery estimated by ECM. | % |
| Fuel system for Bank 1 | Feedback status of air fuel ratio. Open: Feedback is stopped Closed: Feedback control is being performed |
- |
| A/F Sensor #1 Resistance | Value calculated from the front oxygen (A/F) sensor output value. | ohm |
| Rear O2 Sensor Input Voltage | Rear oxygen sensor (+) output voltage value. Input value to ECM. |
V |
| Rear O2 Sensor Offset Voltage | Rear oxygen sensor (-) output voltage value. Input value to ECM. |
V |
| Commanded EGR | Target value as EGR setting value calculated by ECM. | % |
| EGR Error | Percentage of the difference in actual EGR steps as compared to the target EGR steps. Both a positive value and a negative value mean that it doesn't fulfill the target. When the value is positive: It opens more than the target value. When the value is negative: It opens smaller than the target value. |
% |
| Cylinder Monitor #1 | Calculates the rotation speed between certain angles on the #1 cylinder. If the rotation speed is low compared to monitor values of other cylinders, it means that the combustion is not ideal in that cylinder. |
RPM |
| Cylinder Monitor #2 | Calculates the rotation speed between certain angles on the #2 cylinder. If the rotation speed is low compared to monitor values of other cylinders, it means that the combustion is not ideal in that cylinder. |
RPM |
| Cylinder Monitor #3 | Calculates the rotation speed between certain angles on the #3 cylinder. If the rotation speed is low compared to monitor values of other cylinders, it means that the combustion is not ideal in that cylinder. |
RPM |
| Cylinder Monitor #4 | Calculates the rotation speed between certain angles on the #4 cylinder. If the rotation speed is low compared to monitor values of other cylinders, it means that the combustion is not ideal in that cylinder. |
RPM |
| Trip Count | Time stamp information. Number of times the ignition is ON since the vehicle was manufactured. The number of ignition ON is also recorded when a trouble code is recorded, so the comparison with that number will show you how many times the ignition has turned on since the diagnostic code was recorded. |
Time |
| Count | Time stamp information. Each unit individually counts the elapsed time since the ignition is turned to ON. Master integrated unit and ECM synchronize with the master time. When synchronized: [Common] When not synchronized: [Originally] |
- |
| Time Count | Time stamp information. Elapsed time after ignition ON. When a trouble code is recorded, the elapsed time after ignition ON is also recorded. |
ms |
| Time Since Engine Start | Elapsed time after starting the engine. | sec |
| Initial Engine Oil Temp | Oil temperature when starting the engine, which is input to ECM from the oil temperature sensor. | °C or °F |
| Initial Engine Coolant Temp. | Water temperature when starting the engine, which is input to ECM from the water temperature sensor. | °C or °F |
| Initial Intake Air Temp. | Intake air temperature when starting the engine, which is input to ECM from the intake air temperature sensor. | °C or °F |
| Engine Starting Time | Time needed since the cranking started till the judgment of engine start is complete. | ms |
| IG OFF Elapsed Time | The time the vehicle has been left since the engine stopped. This value can be used to check how long the vehicle has been left with the ignition switch ON after the engine stopped. |
sec |
| Maximum Engine Speed at the time of Misfire detection caused by out of Fuel | Maximum engine speed during fuel cut by a fuel run-out judgment. | RPM |
| Maximum Intake Air Amount at the time of Misfire detection caused by out of Fuel | Maximum air amount during fuel cut by a fuel run-out judgment. | g/s or lb/m |
| Number of Misfire detection caused by out of Fuel | Number of the occurrences of fuel run-out judgment. | Time |
| Estimated Total Mileage at the time of first Misfire detection caused by out of Fuel | Estimated cumulative travel distance during fuel cut by a fuel run-out judgment. | km or mile |
| Engine Speed at the time of Detection to avoid Preignition caused by out of Fuel | Engine speed at the time of pre-ignition avoidance judgment when the fuel runs out. | RPM |
| Intake Air Mass at the time of Detection to avoid Preignition caused by out of Fuel | Amount of air at the time of pre-ignition avoidance judgment when the fuel runs out. | g/s or lb/m |
| Number of Preignition Detection caused by out of Fuel | Number of the occurrences of pre-ignition avoidance judgment when the fuel runs out. | Time |
| Estimated Total Mileage at the time of first Detection to avoid Preignition caused by out of Fuel | Estimated cumulative travel distance at the time of the first pre-ignition avoidance judgment when the fuel runs out. | km or mile |
| Status of Control to avoid Pre-Ignition caused by Continuous Knocking | Operation judgment of pre-ignition countermeasure control due to continuous knocking occurrence. | - |
| Pre-Ignition Control (Detection) Operating Status | Operation judgment of countermeasure control at pre-ignition detection. | - |
| Estimated Total Mileage of Detection to avoid Pre-Ignition caused by Continuous Knocking | Travel distance during a pre-ignition countermeasure control operation due to continuous knocking occurrence. | km or mile |
| Estimated Total Mileage Since Pre-Ignition Control (Detection) Operating | Estimated cumulative travel distance at pre-ignition detection. | km or mile |
| Number of Pre-Ignition Control (Prediction) Operating | Operation count of pre-ignition prediction control. | Time |
| Number of Pre-Ignition Control (Detection) Operating | Operation count of pre-ignition detection control. | Time |
| Number of Pre-Ignition Control (Continuous Knock) Operation | Operation count of pre-ignition countermeasure control due to continuous knocking occurrence. | Time |
| Number of Pre-Ignition Control (LSPI) Operation | Operation count of torque guard at low speed preignition detection. | Time |
| Cruise Control System Setting Condition | Cruise control set status. | - |
| Cruise Control System Request Torque | Torque request by cruise control. | Nm |
| Driver Request Torque | Torque request by accelerator pedal operation. | Nm |
| Fuel Cut Elps Time | Elapsed time after experienced high rotation speed. | sec |
| Catalyst Temperature #11 | Estimated temperature of the front catalytic converter. | °C or °F |
| Auto Trans Neutral Drive Status | Neutral condition. Information input from the inhibitor switch. (CVT model) |
- |
| X Mode | ON or OFF status in X mode. | - |
| Stop Light Switch | Stop light switch signal. Set to [ON] when the stop light illuminates. Input value to ECM. |
- |
| Ignition Switch | Ignition switch signal. Set to [ON] when the ignition switch is ON. |
- |
| A/C Compressor Signal | A/C compressor drive signal. Set to [ON] when the drive signal is output. ECM output value. |
- |
| Radiator Fan1 Monitor Duty | Output duty of radiator fan motor 1 Input value to ECM. |
% |
| Radiator Fan2 Monitor Duty | Output duty of radiator fan motor 2 Input value to ECM. |
% |
| Variable Load Compressor Torque Value |
Load value of the variable capacity air compressor. The value that the air conditioner Control Module estimates and outputs. |
Nm |
| Starter Switch | Starter switch signal. Set to [ON] when the starter is ON. Input value to ECM. |
- |
| AT turbine speed | Turbine rotation speed of the transmission. Turbine rotation speed is input from the transmission CM via CAN. (CVT model) |
RPM |
| Lock up status | Lock-up status of the transmission. Lock up status is input from the transmission Control Module via CAN. (CVT model) |
- |
| P/N Signal | P/N status of the transmission. P/N range status is input from the transmission Control Module via CAN. (CVT model) |
- |
| Alternator Control Check 13 | Detailed status of charge control. | - |
| Alternator Mechanical Error Status | Status where alternator is judged as having mechanical trouble. | - |
| Alternator Electrical Output Error Status | Status where alternator is judged as having electric abnormality. | - |
| Alternator High Temperature Error Status | Status where alternator is judged as having high temperature malfunction. | - |
| Alternator Communication Error Status | Status where alternator is judged as having communication failure. | - |
| Regulator Temperature | Generator regulator temperature value. | °C |
| Crush Detection Signal | Collision detection signal input value to ECM. ON = Collision detected OFF = Collision not detected |
- |
| O2 Sensor #11 | Installation status of the front oxygen (A/F) sensor. | - |
| O2 Sensor #12 | Installation status of the rear oxygen sensor. | - |
| Short term fuel trim #12 | Air fuel ratio correction control value of the rear oxygen sensor. | % |
| A/F Sensor #11 | Air fuel ratio calculated from the front oxygen (A/F) sensor output value. (Lambda) | - |
| A/F Sensor #11 | Front oxygen (A/F) sensor output voltage | V |
| A/F Sensor #11 | Air fuel ratio calculated from the front oxygen (A/F) sensor output value. (Lambda) | - |
| A/F Sensor #11 | Front oxygen (A/F) sensor current value | mA |
| Absolute Throttle Position B | Shows the sub throttle sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |
| Accelerator Pedal Position D | Shows the main accelerator sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |
| Accelerator Pedal Position E | Shows the sub accelerator sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |