Freeze Frame Data: List
NOTE:
Some items are not displayed according to the specifications.
| Item | Contents | Unit |
|---|---|---|
| Engine Speed | Value calculated from crankshaft position sensor output value. | rpm |
| Mass Air Flow | 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 | 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 adv. #1 | 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 |
| Fuel Injection #1 Pulse | Control value of fuel injection time for the RH bank by ECM. | ms |
| 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. | % |
| Oxygen sensor #12 | 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 or °F |
| IAT Sensor #12 | Value calculated from the intake air temperature sensor output value of the manifold pressure sensor. | °C or °F |
| Ambient 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. |
% |
| Atmosphere Pressure | Value calculated from atmospheric pressure sensor output value. | kPa, mmHg, inHg, psi or inH2O |
| 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 |
| Target Throttle Opening Angle | 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 Pos. | 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 value 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 | 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. |
% |
| Fuel Increase 1 at the High Temperature Restart | Fuel injection compensation coefficient at restarting with high coolant temperature. | - |
| Commanded Evap 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, mmHg, inHg, psi or inH2O |
| 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 [Smart]: Mode that inhibits the excessive charging while retaining target SOC |
- |
| 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. | % |
| 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 |
| 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. |
% |
| 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. |
- |
| 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 central gateway control module 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 engine coolant 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 |
| Engine Startup Mode | Mode at engine starting. 00 = initial start 01 = Normal restart 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 |
| 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/min |
| 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/min |
| 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 pre-ignition 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 Elapsed Time | Elapsed time after experienced high rotation speed. | sec |
| Catalyst Temperature #11 | Estimated temperature of the front catalytic converter. | °C or °F |
| AT drive status | Neutral condition. (CVT model) Information input from the inhibitor switch. |
- |
| MT gear status | Neutral condition. (MT model) Information input from the neutral switch. |
- |
| SI Drive mode (Display) | SI-DRIVE mode status. ECM output value. Displayed only on models with SI-DRIVE. |
- |
| Clutch Switch | Clutch switch signal. (MT model) Set to [ON] when the clutch switch is ON. Input value to ECM. |
- |
| Clutch Start SW | Clutch start switch status. (MT model) [ON] = Clutch depressed status [OFF] = Clutch not depressed status |
- |
| 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. |
- |
| 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. (CVT model) Turbine rotation speed is input from the transmission control module via CAN. |
rpm |
| Lock up status | Lock-up status of the transmission. (CVT model) 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. (CVT model) P/N range status is input from the transmission control module via CAN. |
- |
| 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 or °F |
| 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 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 Pos.#2 | Shows the sub throttle sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |
| Accelerator Pedal Pos.#1 | Shows the main accelerator sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |
| Accelerator Pedal Pos.#2 | Shows the sub accelerator sensor voltage value in % against the full-range 5 V throttle sensor output voltage. | % |
| Target Wastegate A Position | Target opening angle of the electronic wastegate valve calculated by ECM. | % |
| Wastegate A Position | Actual opening angle calculated based on the opening angle sensor voltage of the electronic wastegate valve. | % |
| #1 Cylinder Preignition Detection | Operation judgment of pre-ignition countermeasure control (detection) for #1 cylinder. | - |
| #2 Cylinder Preignition Detection | Operation judgment of pre-ignition countermeasure control (detection) for #2 cylinder. | - |
| #3 Cylinder Preignition Detection | Operation judgment of pre-ignition countermeasure control (detection) for #3 cylinder. | - |
| #4 Cylinder Preignition Detection | Operation judgment of pre-ignition countermeasure control (detection) for #4 cylinder. | - |
| #1 Cylinder Parameter For Preignition Detection | For analysis. | - |
| #2 Cylinder Parameter For Preignition Detection | For analysis. | - |
| #3 Cylinder Parameter For Preignition Detection | For analysis. | - |
| #4 Cylinder Parameter For Preignition Detection | For analysis. | - |
| Engine rpm Total Time | When the engine speed is out of standard, the count-up is performed. | ms |
| Vehicle Speed Total Time | When the vehicle speed is out of standard, the count-up is performed. | ms |
| Boost Pressure Total Time | When the boost pressure is out of standard, the count-up is performed. | ms |
| Mani. Absolute Pressure | Value calculated from manifold pressure sensor output value. | kPa, mmHg, inHg, psi or inH2O |