Freeze Frame Data
- DESCRIPTION
Freeze frame data records the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, it can help determine if the vehicle was running or stopped, the engine was warmed up or not, the air fuel ratio was LEAN or RICH, and other data from the time the malfunction occurred.
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, five separate sets of freeze frame data, including the data values at the time when the DTC was stored, 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 of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
- PENDING FREEZE FRAME DATA
HINT:
Pending freeze frame data is stored when a 2 trip DTC is first detected during the first trip.
- Connect the Techstream to the DLC3.
- Turn the ignition switch to ON.
- Turn the Techstream on.
- Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.
- Select a DTC in order to display its pending freeze frame data.
HINT:
- Pending freeze frame data is cleared when any of the following occurs.
- Using the Techstream, the DTCs are cleared.
- The cable is disconnected from the negative (+) battery terminal.
- 40 trips with the engine fully warmed up have been performed after returning to normal. (Pending freeze frame data will not be cleared by only returning the system to normal.)
- With previous pending freeze frame data stored, if pending freeze frame data is newly stored when a 2 trip DTC is detected in the first trip, the old freeze frame data will be replaced with the new one of the newly detected DTC in the next trip.
Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
- Pending freeze frame data is cleared when any of the following occurs.
- 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 meter If value approximately 0.0 gm/sec: - Mass air flow meter power source circuit open
- VG circuit open or short
If value 160.0 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 higher than 135°C (275°F): sensor circuit shorted
Intake Air Intake air temperature - If value -40°C (-40°F): sensor circuit open
- If value higher than 128°C (262°F): sensor circuit shorted
Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature Service data Initial Intake Air Temp Initial intake air temperature Service data Battery Voltage Battery voltage - Glow Indicator Supported Glow indicator supported for Automatic Transmission Models Glow Indicator Glow indicator for Automatic Transmission Models Accel Sens. No. 1 Volt % Accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Accelerator pedal position No. 2 - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2 Value calculated based on the voltage at terminal VTA2 Throttle Sensor Position Throttle sensor positioning Recognition value for throttle opening angle on ECM Throttle Motor DUTY Throttle actuator ETCS service data Throttle Position Throttle valve opening angle Reference:
When the engine stalls, is difficult to start, or idles roughlyISC Flow Flow rate calculated from information from each sensor Reference:
When the engine stalls, is difficult to start, or idles roughlyISC Position Target valve opening angle calculated from ISC control Reference:
When the engine stalls, is difficult to start, or idles roughlyISC Feedback Value ISC feedback value Reference:
When the engine stalls, is difficult to start, or idles roughlyISC Learning Value ISC learning value Reference:
When the engine stalls, is difficult to start, or idles roughlyElectric Load Feedback Val Electrical load feedback value Reference:
When the engine stalls, is difficult to start, or idles roughlyAir Conditioner FB Val Air conditioner load feedback value Reference:
When the engine stalls, is difficult to start, or idles roughlyPS Feedback Val Power steering load feedback value Reference:
When the engine stalls, is difficult to start, or idles roughlyLow Revolution Control Status of low engine speed control Reference:
When the engine stalls, is difficult to start, or idles roughlyN Range Status Judgement for shift lever in N Reference:
When the engine stalls, is difficult to start, or idles roughly
for Automatic Transmission ModelsEng Stall Control FB Flow Intake air compensation flow rate Reference:
When the engine stalls, is difficult to start, or idles roughlyInjector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/speed 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 - 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 cut 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 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor 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 (for Bank 1) - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater (for Bank 1 Sensor 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (for Bank 1 Sensor 2) - 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 in long-term to compensate for continual deviation of short-term fuel trim from central value A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1 - A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1 - A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1 - A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1 - A/F Learn Value High #1 Air fuel ratio learn - Total FT #1 Total fuel trim value for fuel system - 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, is malfunctioning
Fuel System Status #2 Fuel system status (Bank 2) Unused Air pump pressure (absolute) Air pump pressure - Air Pump Pulsation Pressure Air pump pulsation damper - Secondary Air Control VSV Secondary air injection system status - 2nd Air System Status Secondary system status - AI Test Secondary air injection system operation prohibit - Subfreezing Conditions Subfreezing Conditions - for Automatic Transmission Models Air Pump Freeze Air Pump Freeze for Automatic Transmission Models Air Switching Valve Freeze Air Switching Valve Freeze for Automatic Transmission Models Air Pump Heater Air Pump Heater for Automatic Transmission Models 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 - Idle Spark Advn Ctrl #1 Ignition timing advance value (for No. 1 cylinder) Reference:
When the engine stalls, is difficult to start, or idles roughlyIdle Spark Advn Ctrl #2 Ignition timing advance value (for No. 2 cylinder) Reference:
When the engine stalls, is difficult to start, or idles roughlyIdle Spark Advn Ctrl #3 Ignition timing advance value (for No. 3 cylinder) Reference:
When the engine stalls, is difficult to start, or idles roughlyIdle Spark Advn Ctrl #4 Ignition timing advance value (for No. 4 cylinder) Reference:
When the engine stalls, is difficult to start, or idles roughlyActual VVT Angle #1 Actual VVT displacement angle (bank 1) - VVT Control Status #1 VVT control (bank 1) status - VVT Advance Fail Status of VVT advance fail - 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 signal - Neutral Position SW Signal Park/neutral position switch status for Automatic Transmission Models Clutch Switch Clutch switch status for Manual Transmission Models 4WD SW 4WD switch status for 4WD models Transfer L4 Transfer L4 switch status for 4WD models
for Automatic Transmission ModelsStop Light Switch Stop light switch status - A/C Signal A/C switch status - 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 - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Distance after battery cable disconnected - IG OFF Elapsed Time TC and CG (TE1) terminals of DLC3 - TC and TE1 TC and 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 when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut function availability - Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut function history - 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) - Engine Speed (Starter Off) Engine speed when starter off Reference:
When the engine stalls, is difficult to start, or idles roughlyStarter Count Number of times starter turned on after ignition switch turned from off to ON Reference:
When the engine stalls, is difficult to start, or idles roughlyRun Dist of Previous Trip Distance traveled during previous trip Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip.
After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.
HINT:
Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.Engine Starting Time Engine run time (elapsed time from ignition switch ON to off) Reference:
When the engine stalls, is difficult to start, or idles roughlyPrevious Trip Coolant Temp Coolant temperature of previous trip Reference:
When the engine stalls, is difficult to start, or idles roughlyPrevious Trip Intake Temp Intake air coolant temperature of previous trip Reference:
When the engine stalls, is difficult to start, or idles roughlyEngine Oil Temperature Engine oil temperature (estimated) Reference:
When the engine stalls, is difficult to start, or idles roughlyPrevious Trip Eng Oil Temp Engine oil temperature of previous trip (estimated) Reference:
When the engine stalls, is difficult to start, or idles roughlyAmbient Temp for A/C Ambient temperature Reference:
When the engine stalls, is difficult to start, or idles roughlyPrevious Trip Ambient Temp Ambient temperature of previous trip Reference:
When the engine stalls, is difficult to start, or idles roughlyEngine Start Hesitation History of instances of slow engine starts Reference:
When the engine stalls, is difficult to start, or idles roughlyLow Rev for Eng Start History of low engine speed after engine starts Reference:
When the engine stalls, is difficult to start, or idles roughlyMinimum Engine Speed Minimum engine speed Reference:
When the engine stalls, is difficult to start, or idles roughlyFuel Cut Elps Time Elapsed time since Fuel Cut due to high engine speed The time elapsed after high engine rotation speed has occurred (More than the RPM at which fuel cut occurs +500 RPM). ACT VSV A/C cut status for Active Test - Brake Override System Brake override system status - Electric Cooling Fan Low Electric cooling fan low status - Idle Fuel Cut Fuel cut idle ON: When throttle valve fully closed and engine speed over 2800 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 Immobilizer Fuel Cut Status of the immobilizer fuel cut - Immobilizer Fuel Cut History Status of the immobilizer fuel cut history - Electrical Load Signal 1 Electrical load signal (ELS terminal input) - Electrical Load Signal 3 Electrical load signal (ELS3 terminal input) - A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1) - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2) - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3) - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4) - SPD (SP2) Output shaft speed for Automatic Transmission Models Lock Up ECT Lock Up status for Automatic Transmission Models