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/min |
| Mass Air Flow Average | Value calculated from air flow sensor output value. | g/s or lb/min |
| 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. | % |
| Accel. Opening Angle | Accelerator pedal opening angle (in percentage) calculated from accelerator pedal position sensor output value. | % |
| A/F Sensor #1 | Actual lambda value calculated from the front oxygen (A/F) 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. | o |
| Engine Coolant Temperature 1 | Value calculated from engine coolant temperature sensor (outlet) output value. | °C or °F |
| Engine Coolant Temperature 2 | Value calculated from engine coolant temperature sensor (inlet) output value. | °C or °F |
| Coolant Circulation Valve Control Mode | Thermo-control valve assembly control mode status is displayed. | |
| Coolant Circulation Valve Actual Angle | Actual opening angle calculated from thermo-control valve assembly opening angle sensor voltage. | deg |
| Coolant Circulation Valve Angle Sensor Voltage | Thermo-control valve assembly opening angle sensor voltage. | V |
| Coolant Circulation Valve Target Angle | Target valve opening angle of thermo-control valve assembly calculated by ECM. | deg |
| Coolant Circulation Valve Duty Ratio | Output Duty to open the valve of thermo-control valve assembly. | % |
| Coolant Circulation Valve Request Status | Judged based on blower fan ON/OFF. | - |
| 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, psi or inH2O |
| Bank 1 - Sensor 2 present at that location | Rear oxygen sensor 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 |
| Intake Air Temp. | Value calculated from the intake air temperature sensor output value. | °C or °F |
| 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 |
| Ambient Temperature Sensor Signal | Data value of the ambient temperature input to the combination meter via CAN. Ambient temperature used for diagnosis. |
°C or °F |
| Ambient Temperature for Control | Data value of the ambient temperature input to the combination meter via CAN. Ambient temperature used for control. |
°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, mmHg, inHg, psi or inH2O |
| 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/min |
| 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/min |
| 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/min |
| 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/min |
| 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/min |
| 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/min |
| Fuel Rail Pressure A | Fuel pressure sensor output value set to the high pressure fuel line. Input value to ECM. |
kPa, mmHg, inHg, psi or inH2O |
| Fuel Rail Pressure B | Fuel pressure sensor output value set to the high pressure fuel line. Input value to ECM. |
kPa, mmHg, inHg, psi or inH2O |
| Commanded Fuel Rail Pressure A | Target fuel pressure for high pressure fuel line calculated by ECM. | kPa, mmHg, inHg, psi or inH2O |
| Commanded Fuel Rail Pressure B | Target fuel pressure for high pressure fuel line calculated by ECM. | kPa, mmHg, inHg, psi or inH2O |
| Fuel Level Input | Fuel level sensor output value. Input value to ECM. Total value of main and sub. |
% |
| Fuel Increase 1 at the High Temperature Restart | Fuel injection compensation coefficient at restarting with high coolant temperature. | - |
| Judgment Flag of Heavy Fuel | Result of heavy mass fuel judgment. | - |
| 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. |
% |
| ALT Duty | Value of duty ratio converted from command voltage value sent from ECM to generator. | % |
| 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 Low (Acceleration): Mode that suppresses power generation load when slightly stronger acceleration was judged Smart: Mode that inhibits the excessive charging while retaining target SOC P. Generation Stop (IS): Mode that suppresses the vehicle current consumption during Auto Start Stop |
- |
| 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 or °F |
| 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 |
| O2 Sensor Impedance | Oxygen sensor element impedance value Input value to ECM. | ohm |
| No. of EGR steps | Number of EGR valve steps. Number of stepping motor steps. ECM output value. |
STEP |
| 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. |
% |
| Load Value | Engine load value. | g/rev |
| TGV Drive | Tumble generator valve drive status. Set to "Open" when the tumble generator valve is open. ECM control status. |
- |
| 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 |
| Completed Flag of Cylinder Discrimination | Flag for completion of cylinder judgment If this flag is not ON, it is possible to judge that the crankshaft position sensor and camshaft position sensor are faulty. | - |
| Active Grille Shutter Position | Pulse count value of active grille shutter position. When fully open: 100% When fully closed: 0% | - |
| Active Grille Shutter Mechanical Break Status | Mechanical error status of the active grille shutter. During the calibration procedure, if a linkage of the active grille shutter is off, calibration is not performed. Judgment is done by the active grille shutter and the status is sent to ECM. |
- |
| Active Grille Shutter Sensor Error Status | Judges a malfunction of the active grille shutter opening angle sensor. Judges the sensor malfunction on the pulse counter. Judgment is done by the active grille shutter and the status is sent to ECM. |
- |
| Active Grille Shutter Voltage Error Status | Judges a malfunction of the power source voltage supplied to the active grille shutter. Judgment is done by the active grille shutter and the status is sent to ECM. | - |
| Active Grille Shutter Control Circuit Error Status | Judges a malfunction of the active grille shutter internal circuit (drive motor). Judgment is done by the active grille shutter and the status is sent to ECM. |
- |
| Active Grille Shutter Stuck Error Status | Judges an abnormal stuck of the active grille shutter. Detects the status where the operation failed because of any foreign matter or ice clogging in the active grille shutter. | - |
| Active Grille Shutter Temperature Error Status | Detects internal temperature of the active grille shutter. The judgment is performed to check if the temperature is excessively high. Judgment is done by the active grille shutter and the status is sent to ECM. |
- |
| Active Grille Shutter Communication Error Status | Communication is performed between the active grille shutter and ECM, and judges the abnormality of the communication status. | - |
| Active Grille Shutter Position Commanded Status | Active grille shutter drive instruction status. Shutter open: Opened Shutter closed: Closed | - |
| Active Grille Shutter Calibration in progress | Status of the active grille shutter calibration. Active grille shutter performs the calibration when the ignition is ON. Set to "ON" when the calibration was performed. |
- |
| Active Grille Shutter Calibration Commanded Status | Commands from ECM to the active grille shutter. | - |
| Active Grille Shutter Calibration Status | Status of the active grille shutter calibration. When completed: Complete When not completed: Incomplete
NOTE:
Always completed when there is no abnormality in the active grille shutter.
|
- |
| Active Grille Shutter Warning Status | Warning signal of the active grille shutter. When the active grille shutter has a malfunction, signal is sent to the combination meter to illuminate the warning light. | - |
| Active Grille Shutter Control Status 1 | Status such as operating factors (air conditioner, radiator fan etc.) or frozen judgment of the active grille shutter controlled by the ECM. | - |
| Active Grille Shutter Control Status 2 | Status such as operating factors (air conditioner, radiator fan etc.) or frozen judgment of the active grille shutter controlled by the ECM. | - |
| 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 |
| Start Mask Control Check 1 | Shows whether the start prohibition control is executed on the engine side when the engine is started. Values other than zero mean that the control is executed and the engine start is prohibited. |
- |
| Engine Startup Mode | Mode at engine starting. 00 = initial start 01 = Normal start 02 = Short term engine stall restart 03 = Idling stop restart 04 = Change mind restart |
- |
| 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 |
| Fuel Cut Elapsed Time | Elapsed time after experienced high rotation speed. | sec |
| Final Injection Mode | Number of injections to cylinder in one cycle. | - |
| Final valid Injection Quantity | For direct injection engine, fuel injection is performed several times in one cycle. And this is the total injection amount value of that multiple stage injection. |
mm3/st |
| Starting Timing of 1st final Direct Injection | Timing of starting first fuel injection in one cycle. | °CA |
| Starting Timing of 2nd final Direct Injection | Timing of starting second fuel injection in one cycle. | °CA |
| Starting Timing of 3rd final Direct Injection | Timing of starting third fuel injection in one cycle. | °CA |
| Starting Timing of 4th final Direct Injection | Timing of starting fourth fuel injection in one cycle. | °CA |
| Catalyst Temperature (B1-S1) | Estimated temperature of the front catalytic converter. | °C or °F |
| Auto Trans Neutral Drive Status | Neutral condition. Information input from the inhibitor switch. |
- |
| X mode | ON or OFF status in X mode. | - |
| SI Drive mode (Display) | SI-DRIVE mode status. ECM output value. Displayed only on models with SI-DRIVE. |
- |
| Stop Light Switch | Stop light switch signal. Set to "ON" when the stop light illuminates. Input value to ECM. |
- |
| Idle Switch Signal | Idle signal. Set to "Idle" while idling. |
- |
| 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. |
- |
| 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 Control Module via CAN. |
rpm |
| Lock up status | Lock-up status of the transmission. Lock up status is input from the transmission Control Module via CAN. |
- |
| Current Gear Position | Gear status. 00 = P, N range 14 = R range 13 = Auto neutral status 06 = 6th 05 = 5th 04 = 4th 03 = 3rd 02 = 2nd 01 = 1st |
- |
| P/N Signal | P/N status of the transmission. P/N range status is input from the transmission Control Module via CAN. |
- |
| Trailer signal | Trailer towing status. Signal that indicates the presence of trailer towing is input via the integrated unit. |
- |
| 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 | Alternator regulator temperature. | °C or °F |
| Imbalance Check 1 #1 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 1 #2 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 1 #3 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 1 #4 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 2 #1 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 2 #2 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 2 #3 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 2 #4 | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 3 R | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Imbalance Check 4 R | Detailed information of diagnosis for dispersion between cylinders. (Compliance with OBD regulations) | - |
| Robust Check 1 | Execution judgment for engine stall avoidance control. | - |
| Robust Check 2 | Operation count of engine stall avoidance control. | Time |
| Robust Check 3 | Success count of engine stall avoidance control. | Time |
| Crush Detection Signal | Collision detection signal input value to ECM. ON = Collision detection, 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. | % |