Freeze Frame Data
- DESCRIPTION
- The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
HINT:
If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data.
- The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data can be checked.
- 3 data sets before the DTC was stored.
- 1 data set when the DTC was stored.
- 1 data set after the DTC was stored.
- These data sets can be used to simulate the condition of the vehicle around the time of the occurrence the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.
- The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
- LIST OF FREEZE FRAME DATA
Techstream Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load by ECM - Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from Mass Air Flow (MAF) meter If value approximately 0.0 gm/sec: - Mass air flow meter power source circuit open
- VG circuit open or shorted
If value 271.0 gm/sec or more:- E2G circuit open
Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature - If value -40°C (-40°F): sensor circuit open
- If value more than 135°C (275°F): sensor circuit shorted
Intake Air Intake air temperature - If value -40°C (-40°F): sensor circuit open
- If value more than 128°C (262°F): sensor circuit shorted
Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Glow Indicator Supported*1 Status of the glow indicator supported - Glow Indicator*1 Status of the glow indicator - Accel Sens. No. 1 Volt % Accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Accelerator pedal position No. 2 - Throttle Sensor Volt % Throttle position - Throttle Sensor #2 Volt % Absolute throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle motor - Injector (Port) Injection period of No. 1 cylinder - Injection Volume (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/status - Vacuum Pump Key-off EVAP system leak detection pump status - Current Fuel Type Current fuel type - EVAP (Purge) VSV EVAP (Purge) VSV control duty Order signal from ECM Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge VSV duty - Target Air-fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 - AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 - O2S Impedance B1S2 Heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Average value for fuel trim system of bank 1 - Fuel System Status #1 Fuel system status (bank 1) - OL (Open Loop): Has not yet satisfied conditions to go closed loop
- CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control
- OLDrive: Open loop due to driving conditions (fuel enrichment)
- OLFault: Open loop due to detected system fault
- CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control, malfunctioning
Fuel System Status #2 Fuel system status (bank 2) (unused) - IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - VVT Control Status #1 VVT control (bank 1) status - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1) - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2) - Starter Signal Starter signal (STA terminal input status) - Power Steering Signal Power steering switch signal - Neutral Position SW Signal*1 Park/neutral position switch status - Clutch Switch*2 Clutch switch - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobilizer Communication Immobilizer communication OFF: Communication malfunctioning, or engine immobilizer system set TC Terminal TC terminal status - Time after DTC Cleared Time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared - Warm-up Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Disconnect battery Cable Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire rate - Cylinder #1 Misfire Count Misfire count of cylinder 1 - Cylinder #2 Misfire Count Misfire count of cylinder 2 - Cylinder #3 Misfire Count Misfire count of cylinder 3 - Cylinder #4 Misfire Count Misfire count of cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed for first misfire range - Misfire Load Average engine load for first misfire range - Misfire Margin Margin to detect engine misfire Misfire detection margin Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Electric Fan Motor Electric cooling fan motor - Brake Override System Brake override system status - Idle Fuel Cut Fuel cut idle Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2500 rpm FC TAU Fuel cut TAU (Fuel cut during very light load) Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal 1 - Electrical Load Signal 3 Electrical load signal 3 - - *1: Automatic Transaxle only.
- *2: Manual Transaxle only.