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 |
| 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 |
| Oxygen sensor #12 | 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 Temperature | Data value of the ambient temperature output from the combination meter to the ECM via CAN. | °C or °F |
| Ambient Temperature Sensor Signal | Data value of the ambient temperature output from the combination meter to the ECM via CAN. | °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 4 inH2O |
| 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 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 | Value output from the combination meter to the ECM via CAN. | % |
| 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 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. |
% |
| 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. | % |
| 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 |
| Calculated load value | Engine load value. | g/rev |
| 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 engine 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 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 |
| 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 |
| AT drive status | Neutral condition. (AT model) Information input from the inhibitor switch. |
- |
| MT gear status | Neutral condition. (MT model) Information input from the neutral switch. | - |
| 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 Mid Pressure Switch | Air conditioner middle pressure switch signal. Set to [ON] when the switch is ON. Input value to ECM. |
- |
| A/C Compressor Signal | A/C compressor drive signal. Set to "ON" when the drive signal is output. ECM output value. |
- |
| 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. (AT model) Turbine rotation speed is input from the transmission control module via CAN. | rpm |
| Lock up status | Lock-up status of the transmission. (AT model) Lock up status is input from the transmission control module via CAN. |
- |
| Current Gear Position | Gear status. (AT model) 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. (AT 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 | Alternator regulator temperature. | °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 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 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. | % |
| Fuel System A Use Percentage (B1) | Usage rate of the fuel system A in bank 1. | % |
| Fuel System B Use Percentage (B1) | Usage rate of the fuel system B in bank 1. | % |
| Injection Volume (Cylinder1) | Integrated value for 10 injections of #1 cylinder. | ml |
| Final Direct injection time (Cylinder 1) | Injection period of #1 cylinder injector (for cylinder direct injection). | μs |
| Final port injection time (Cylinder 1) | Injection period of #1 cylinder injector (for port injection). | μs |
| Direct injection timing (Cylinder 1) | Injection timing of main injector. | °CA |
| Requested quantity of high-pressure fuel pump discharge (Pump 1) | Discharge rate of high pressure fuel pump. | ml |
| Target Fuel Pressure (High) | Target fuel pressure of high pressure fuel pump. | kPa, mmHg, inHg, psi or inH2O |
| Injection Mode (D4-S) | Injection method. | - |
| A/F Learn Value Idle #1 | Air fuel ratio learning value for idle area (during direct injection). | % |
| A/F Learn Value Low #1 | Air fuel ratio learning value for low load area (during direct injection). | % |
| A/F Learn Value Mid1 #1 | Air fuel ratio learning value for middle load area 1 (during direct injection). | % |
| A/F Learn Value High #1 | Air fuel ratio learning value for high load area (during direct injection). | % |
| A/F Learn Value Idle #1 (Dual) | Air fuel ratio learning value in the idle area (controlled injection). | % |
| A/F Learn Value Low #1 (Dual) | Air fuel ratio learning value in the low load area (controlled injection). | % |
| A/F Learn Value Mid1 #1 (Dual) | Air fuel ratio learning value in the middle load area 1 (controlled injection). | % |
| A/F Learn Value High #1 (Dual) | Air fuel ratio learning value in the high load area (controlled injection). | % |
| Average Engine Speed of All Cylinder | Average engine speed in all cylinders. | rpm |
| Engine Speed of Cylinder #1 | Engine speed during fuel cut per cylinder. | rpm |
| Engine Speed of Cylinder #2 | Engine speed during fuel cut per cylinder. | rpm |
| Engine Speed of Cylinder #3 | Engine speed during fuel cut per cylinder. | rpm |
| Engine Speed of Cylinder #4 | Engine speed during fuel cut per cylinder. | rpm |
| MIL Request Status | Malfunction indicator light illumination status. (AT model) | - |