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 running or stopped, 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 duplicate the problem even though a DTC is detected, confirm the freeze frame data.
The ECM records engine conditions as freeze frame data every 0.5 seconds. Using the intelligent tester, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked.
- 3 data set before the DTC was set.
- 1 data set when the DTC was set.
- 1 data set after the DTC was set.
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 of the cause of the malfunction, and in judging whether it was temporary or not.
- LIST OF FREEZE FRAME DATA DATA LIST OF FREEZE FRAME
LABEL (Intelligent Tester Display) Measurement Item/Range Diagnostic Note FREEZE DTC Freeze DTC - INJECTOR Injector - IGN ADVANCE Ignition advance - CALC LOAD Calculate load Calculated load by ECM VEHICLE LOAD Vehicle load - MAF Mass air flow volume If value is approximately 0.0 g/s: - Mass air flow meter power source circuit open or shorted
- VG circuit open or shorted
If value is 160.0 g/s or more:- E2G circuit open
ENGINE SPD Engine speed - VEHICLE SPD Vehicle speed Speed indicated on speedometer COOLANT TEMP Engine coolant temperature If value is -40°C (-40°F), sensor circuit open
If value is 140°C (284°F), sensor circuit shortedINTAKE AIR Intake air temperature If value is -40°C (-40°F), sensor circuit open
If value is 140°C (284°F), sensor circuit shortedAIR-FUEL PATIO Air-fuel ratio - EVAP PURGE FLOW EVAP gauge flow - PURGE DENSITY Learning value of purge density - EVAP PURGE VSV EVAP purge VSV duty ratio - KNOCK CRRT VAL Correction learning value of knocking - KNOCK FB VAL Feedback value of knocking - ACCEL POS #1 Absolute Accelerator Pedal Position (APP) No. 1 - ACCEL POS #2 Absolute APP No. 2 - THROTTLE POS Throttle position Read value with ignition switch on (IG) (Do not start engine) THROTTLE POS Throttle sensor positioning Read value with ignition switch on (IG) (Do not start engine) THROTTLE POS #2 Throttle sensor positioning #2 - THROTTLE MOT Throttle motor - O2S B1 S2 Heated oxygen sensor output Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor O2S B2 S2 Heated oxygen sensor output Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor AFS B1 S1 A/F sensor output Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor AFS B2 S1 A/F sensor output Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor TOTAL FT #1 Total fuel trim - TOTAL FT #2 Total fuel trim - SHORT FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio LONG FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central valve SHORT FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio LONG FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central valve FUEL SYS #1 Fuel system status (Bank 1) - OL (Open Loop): Has not yet satisfied conditions to go closed loop
- CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control
- OL DRIVE: Open loop due to driving conditions (fuel enrichment)
- OL FAULT: Open loop due to detected system fault
- CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning
FUEL SYS #2 Fuel system status (Bank 2) - OL (Open Loop): Has not yet satisfied conditions to go closed loop
- CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control
- OL DRIVE: Open loop due to driving conditions (fuel enrichment)
- OL FAULT: Open loop due to detected system fault
- CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning
O2FT B1 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1 O2FT B2 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1 AF FT B1 S1 Fuel trim at A/F sensor - AFS B1 S1 A/F sensor output current - AF FT B2 S1 Fuel trim at A/F sensor - CAT TEMP B1 S1 Catalyst temperature - CAT TEMP B2 S1 Catalyst temperature - CAT TEMP B1 S2 Catalyst temperature - CAT TEMP B2 S2 Catalyst temperature - SO2S B1 S2 Heated oxygen sensor impedance (sensor 2) - SO2S B2 S2 Heated oxygen sensor impedance (sensor 2) - INI COOL TEMP Initial engine coolant temperature - INI INTAKE TEMP Initial intake air temperature - INJ VOL Injection volume - ACC RELAY ACC relay - STARTER RELAY Starter relay - STARTER SIG Starter signal - STARTER CONTROL Starter control - A/C SIGNAL A/C signal - PNP SW (NSW) Neutral position switch signal - ELECT LOAD SIG Electrical load signal - STOP LIGHT SW Stop light switch - BATTERY VOLTAGE Battery voltage - ATM PRESSURE Atmospheric pressure - VVT CTRL B2 VVT control status (bank 2) - EVAP (Purge) VSV EVAP Purge VSV - FUEL PUMP/SPD Fuel pump/speed status - VVT CTRL B1 VVT control status (bank 1) - VACUUM PUMP Key-off EVAP system pump status - EVAP VENT VAL Key-off EVAP system vent valve status - FAN MOTOR Electric fan motor - TC/TE1 TC and TE1 terminals of DLC3 - AICV VSV VSV for Air Intake Control System (ACIS) - ENG SPEED #1 Engine speed of Cylinder #1 of Injector Stopped - ENG SPEED #2 Engine speed of Cylinder #2 of injection Stopped - ENG SPEED #3 Engine speed of Cylinder #3 of injection Stopped - ENG SPEED #4 Engine speed of Cylinder #4 of injection Stopped - ENG SPEED #5 Engine speed of Cylinder #5 of injection Stopped - ENG SPEED #6 Engine speed of Cylinder #6 of injection Stopped - ENG SPEED ALL Avg Eng Spd, All Cylinder of Injection Stopped - VVTL AIM ANGL#1 VVT aim angle (bank 1) - VVT CHNG ANGL#1 VVT change angle (bank 1) - VVT OCV D B1 VVT OCV operation duty (bank 1) - VVT EX HOLD B1 VVT exhaust hold duty ratio learning value (bank 1) - VVT EX CHG ANG1 VVT exhaust change angle (bank 1) - VVT EX OCV D B1 VVT exhaust OCV duty (bank 1) - VVTL AIM ANGL#2 VVT aim angle (bank 2) - VVT CHNG ANGL#2 VVT change angle (bank 2) - VVT OCV DUTY B2 VVT OCV operation duty (bank 2) - VVT EX HOLD B2 VVT exhaust hold duty ratio learning value (bank 2) - VVT EX CHG ANG2 VVT exhaust change angle (bank 2) - VVT EX OCV D B2 VVT exhaust OCV duty (bank 2) - FC IDL Idle fuel cut ON: when throttle valve fully closed and engine speed over 1,500 rpm FC TAU FC TAU Fuel cut being performed under very light load to prevent incomplete engine combustion CYL #1 Cylinder #1 misfire rate Displayed only during idling CYL #2 Cylinder #2 misfire rate Displayed only during idling CYL #3 Cylinder #3 misfire rate Displayed only during idling CYL #4 Cylinder #4 misfire rate Displayed only during idling CYL #5 Cylinder #5 misfire rate Displayed only during idling CYL #6 Cylinder #6 misfire rate Displayed only during idling IGNITION Ignition - CYL ALL All cylinder misfire rate Displayed only during idling MISFIRE RPM Misfire RPM - MISFIRE RPM Misfire RPM - MISFIRE LOAD Misfired load - MISFIRE MARGIN Misfire monitoring - MIL MIL status - ENG RUN TIME Accumulated engine running time - TIME DTC CLEAR Cumulative time after DTC cleared - DIST DTC CLEAR Accumulated distance after DTC cleared - WU CYC DTC CLEAR Warm-up cycle after DTC cleared -