Freeze Frame Data [08/2013 - ]

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 moving or stationary, 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 duplicate the problem even though a DTC is output, 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.
  
  Fig 1: Identifying Freeze Frame Data Chart
  Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
  - 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.

LIST OF FREEZE FRAME DATA

Display Item	Measurement Item	Diagnostic Note
Vehicle Speed	Vehicle speed	Speed indicated on speedometer.
Engine Speed	Engine speed	-
Calculate Load	Calculated load	Calculated load by ECM.
Vehicle Load	Vehicle load	-
MAF	Mass air flow volume	If the mass air flow volume is approximately 0.0 gm/s: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/s or more: The E2G circuit is open.
Atmosphere Pressure	Atmosphere pressure	-
Coolant Temp	Engine coolant temperature	If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted.
Intake Air	Intake air temperature	If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted.
Engine Run Time	Accumulated engine running time	-
Initial Engine Coolant Temp	Engine coolant temperature at engine start	-
Initial Intake Air Temp	Intake air temperature at engine start	-
Battery Voltage	Battery voltage	-
Accel Sens. No. 1 Volt %	Absolute Accelerator Pedal Position (APP) No. 1	-
Accel Sens. No. 2 Volt %	Absolute APP No. 2	-
Throttle Sensor Volt %	Throttle sensor positioning	-
Throttl Sensor #2 Volt %	Throttle sensor positioning #2	-
Throttle Sensor Position	Throttle sensor positioning	-
Throttle Motor DUTY	Throttle motor	-
Throttle Position	Throttle position	For use when engine stall, starting problems or rough idle is present.
ISC Flow	Flow rate calculated using information from each sensor	For use when engine stall, starting problems or rough idle is present.
ISC Position	Requested opening amount calculated using ISC control	This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
ISC Feedback Value	ISC feedback compensation amount	For use when engine stall, starting problems or rough idle is present.
ISC Learning Value	ISC learned compensation amount	For use when engine stall, starting problems or rough idle is present.
Electric Load Feedback Val	Compensation flow rate according to electrical load	For use when engine stall, starting problems or rough idle is present.
Air Conditioner FB Val	Compensation flow rate according to air conditioner load	For use when engine stall, starting problems or rough idle is present.
PS Feedback Val	Compensation flow rate according to power steering load	For use when engine stall, starting problems or rough idle is present.
Low Revolution Control	Low engine speed control operation state	For use when engine stall, starting problems or rough idle is present.
N Range Status	Shift lever N status	For use when engine stall, starting problems or rough idle is present.
Eng Stall Control FB Flow	Intake air compensation flow rate	For use when engine stall, starting problems or rough idle is present.
Deposit Loss Flow	Flow loss due to deposits	For use when engine stall, starting problems or rough idle is present.
Fuel Pump Duty	Fuel pump duty	-
Injector (Port)	Injection period of No. 1 cylinder	-
Injection Volum (Cylinder 1)	Injection volume	-
Vacuum Pump	Key-off EVAP system leak detection pump status	Refer to the EVAP System Refer to EVAP System [08/2013 - ] .
Current Fuel Type	Status of the current fuel type	-
EVAP (Purge) VSV	EVAP purge VSV duty ratio	-
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	EVAP Purge VSV	-
Purge Cut VSV Duty	Purge VSV duty	-
Target Air-Fuel Ratio	Ratio compared to stoichiometric level	-
AF Lambda B1S1	Fuel trim at A/F sensor	-
AF Lambda B2S1	Fuel trim at A/F sensor	-
AFS Voltage B1S1	A/F sensor output	Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor.
AFS Voltage B2S1	A/F sensor output	Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor.
AFS Current B1S1	A/F sensor current	-
AFS Current B2S1	A/F sensor current	-
A/F Heater Duty #1	A/F heater duty ratio (for Bank 1)	-
A/F Heater Duty #2	A/F heater duty ratio (for Bank 2)	-
O2S B1S2	Heated oxygen sensor output	Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor.
O2S B2S2	Heated oxygen sensor output	Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor.
O2S Impedance B1S2	Sub heated oxygen sensor impedance (for Sensor 2)	-
O2S Impedance B2S2	Sub heated oxygen sensor impedance (for Sensor 2)	-
O2 Heater B1S2	Heated oxygen sensor heater	-
O2 Heater B2S2	Heated oxygen sensor heater	-
O2 Heater Curr Val B1S2	Heated oxygen sensor current	-
O2 Heater Curr Val B2S2	Heated oxygen sensor current	-
Short FT #1	Short-term fuel trim	Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Long FT #1	Long-term fuel trim	This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.
A/F Learn Value Idle #1	Air fuel ratio learned value for idling (for Bank 1)	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #1	Air fuel ratio learned value for low engine loads (for Bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #1	Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #1	Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1	Air fuel ratio learned value for high engine loads (for Bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
Total FT #1	Total fuel trim	-
Short FT #2	Short-term fuel trim	Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Long FT #2	Long-term fuel trim	This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range.
A/F Learn Value Idle #2	Air fuel ratio learned value for idling (for Bank 2)	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #2	Air fuel ratio learned value for low engine loads (for Bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #2	Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #2	Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #2	Air fuel ratio learned value for high engine loads (for Bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
Total FT #2	Total fuel trim	-
Fuel System Status #1	Fuel system status (for Bank 1)	OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning.
Fuel System Status #2	Fuel system status (for Bank 2)	OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning.
Air pump pressure (Absolute)	Air pump pressure	-
Air Pump2 Pressure (Absolute)	Air pump pressure	-
Air Pump Pulsation Pressure	Air pump pulsation pressure	-
Air Pump2 Pulsation Pressure	Air pump pulsation pressure	-
Secondary Air Control VSV	Secondary air injection system status	-
2nd Air System Status	Second air system status	-
AI Test	Secondary air injection system operation prohibit	-
Subfreezing Conditions	Subfreezing Conditions	-
Air Pump Freeze	Air Pump Freeze	-
Air Pump2 Freeze	Air Pump2 Freeze	-
Air Switching Valve Freeze	Air Switching Valve Freeze	-
Air Switching Valve2 Freeze	Air Switching Valve2 Freeze	-
Air Pump Heater	Air Pump Heater	-
IGN Advance	Ignition advance	-
Knock Feedback Value	Feedback value of knocking	-
Knock Correct Learn Value	Correction learning value of knocking	-
Idle Spark Advn Ctrl #1	Individual cylinder timing advance compensation amount (No. 1)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #2	Individual cylinder timing advance compensation amount (No. 2)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #3	Individual cylinder timing advance compensation amount (No. 3)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #4	Individual cylinder timing advance compensation amount (No. 4)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #5	Individual cylinder timing advance compensation amount (No. 5)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #6	Individual cylinder timing advance compensation amount (No. 6)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #7	Individual cylinder timing advance compensation amount (No. 7)	For use when engine stall, starting problems or rough idle is present.
Idle Spark Advn Ctrl #8	Individual cylinder timing advance compensation amount (No. 8)	For use when engine stall, starting problems or rough idle is present.
ACIS VSV	VSV for Acoustic Control Induction System (ACIS)	-
Actual VVT Angle #1	Actual VVT displacement angle (bank 1)	This item is used for freeze frame data only
Actual VVT Angle #2	Actual VVT displacement angle (bank 2)	This item is used for freeze frame data only
Actual VVT Ex Angle #1	Actual VVT exhaust displacement angle (bank 1)	This item is used for freeze frame data only
Actual VVT Ex Angle #2	Actual VVT exhaust displacement angle (bank 2)	This item is used for freeze frame data only
VVT Control Status #1	VVT control status	-
VVT Control Status #2	VVT control status	-
VVT Advance Fail	VVT control failure status	-
Catalyst Temp B1S1	Estimated catalyst temperature (for Sensor 1)	-
Catalyst Temp B2S1	Estimated catalyst temperature (for Sensor 1)	-
Catalyst Temp B1S2	Estimated catalyst temperature (for Sensor 2)	-
Catalyst Temp B2S2	Estimated catalyst temperature (for Sensor 2)	-
Starter Signal	Starter switch (STSW) signal	-
Starter Control	Starter switch status	-
Power Steering Signal	Power steering switch status	-
Starter Relay	Starter relay status	-
ACC Relay	ACC relay status	-
Neutral Position SW Signal	Park/Neutral position (PNP) switch signal	-
Transfer L4	Park/Neutral position (PNP) switch signal	-
Stop Light Switch	Stop light switch	-
A/C Signal	A/C signal	-
Closed Throttle Position SW	Closed throttle position switch	-
Fuel Cut Condition	Fuel cut condition	-
Immobiliser Communication	Immobiliser communication	-
TC Terminal	TC terminal status	-
Time after DTC Cleared	Cumulative time after DTC cleared	-
Distance from DTC Cleared	Accumulated distance from DTC cleared	-
Warmup Cycle Cleared DTC	Warm-up cycle after DTC cleared	-
Dist Batt Cable Disconnect	Accumulated distance from battery cable disconnected	-
IG OFF Elapsed Time	Cumulative time after engine switch turned off	-
TC and TE1	TC and CG (TE1) terminals of DLC3	-
Total Distance Traveled	Total distance traveled	-
Ignition Trig. Count	Ignition counter	-
Cylinder #1 Misfire Count	Cylinder #1 misfire count	-
Cylinder #2 Misfire Count	Cylinder #2 misfire count	-
Cylinder #3 Misfire Count	Cylinder #3 misfire count	-
Cylinder #4 Misfire Count	Cylinder #4 misfire count	-
Cylinder #5 Misfire Count	Cylinder #5 misfire count	-
Cylinder #6 Misfire Count	Cylinder #6 misfire count	-
Cylinder #7 Misfire Count	Cylinder #7 misfire count	-
Cylinder #8 Misfire Count	Cylinder #8 misfire count	-
All Cylinders Misfire Count	All cylinders misfire count	-
Multi Cylinders Misfire Count	Multiple cylinder misfire count	-
Misfire RPM	Engine speed when misfire occurred	-
Misfire Load	Engine load when misfire occurred	-
Misfire Margin	Margin to detect engine misfire	-
Catalyst OT MF F/C	Catalyst over temperature misfire prevention F/C not available	-
Cat OT MF F/C History	Catalyst over temperature misfire prevention F/C history OFF	-
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)	-
Cat OT MF F/C Cylinder#5	Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected)	-
Cat OT MF F/C Cylinder#6	Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected)	-
Cat OT MF F/C Cylinder#7	Display of fuel cut operation in No. 7 cylinder (if certain level of misfire malfunction is detected)	-
Cat OT MF F/C Cylinder#8	Display of fuel cut operation in No. 8 cylinder (if certain level of misfire malfunction is detected)	-
Engine Speed (Starter Off)	Engine speed when starter off	For use when engine stall, starting problems or rough idle is present.
Starter Count	Number of times starter turned on after engine switch turned on (IG)	For use when engine stall, starting problems or rough idle is present.
Run Dist of Previous Trip	Distance driven 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	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)	For use when engine stall, starting problems or rough idle is present.
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	For use when engine stall, starting problems or rough idle is present.
Previous Trip Intake Temp	Intake air temperature during previous trip	For use when engine stall, starting problems or rough idle is present.
Engine Oil Temperature	Engine oil temperature (estimated temperature)	For use when engine stall, starting problems or rough idle is present.
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	For use when engine stall, starting problems or rough idle is present.
Ambient Temp for A/C	Ambient temperature for A/C	For use when engine stall, starting problems or rough idle is present.
Previous Trip Ambient Temp	Ambient temperature during previous trip	For use when engine stall, starting problems or rough idle is present.
Engine Start Hesitation	History of hesitation during engine start	For use when engine stall, starting problems or rough idle is present.
Low Rev for Eng Start	History of low engine speed after engine start	For use when engine stall, starting problems or rough idle is present.
Minimum Engine Speed	Minimum engine speed	For use when engine stall, starting problems or rough idle is present.
Power Steering Pressure	Power steering pressure sensor	-
ACT VSV	A/C cut status for Active Test	-
Brake Override System	Brake override system status	-
Idle Fuel Cut	Fuel cut idle	ON: when the throttle valve is fully closed and the engine speed is more than 3500 rpm.
FC TAU	Fuel cut during very light load	Fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete.
Immobiliser Fuel Cut	Status of the immobiliser fuel cut	-
Immobiliser Fuel Cut History	Immobiliser fuel cut history	For use when starting problems is present.
Electrical Load Signal 1	Electrical load signal	-
Electrical Load Signal 2	Electrical load signal	-
Cruise Cancel Signal	Status of the cruise cancel signal	-
A/F Sensor Determination (worst value) #1	Worst judgment value of air fuel ratio sensor output for bank 1	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
A/F Sensor Determination (worst value) #2	Worst judgment value of air fuel ratio sensor output for bank 2	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #1	Worst value of average engine speed fluctuation (Cylinder 1)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #2	Worst value of average engine speed fluctuation (Cylinder 2)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #3	Worst value of average engine speed fluctuation (Cylinder 3)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #4	Worst value of average engine speed fluctuation (Cylinder 4)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #5	Worst value of average engine speed fluctuation (Cylinder 5)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #6	Worst value of average engine speed fluctuation (Cylinder 6)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #7	Worst value of average engine speed fluctuation (Cylinder 7)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #8	Worst value of average engine speed fluctuation (Cylinder 8)	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
SPD (NT)	Input shaft speed	Data is displayed in increments of 50 rpm.
SPD (SP2)	Output shaft speed	-