Freeze Frame Data [08/2019 - ]

DESCRIPTION
1. 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.
1. 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: Freeze Frame Set Pattern
  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.
  1. 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/sec: 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/sec 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.
Ambient Temperature	Ambient air temperature	After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.
Engine Run Time	Accumulated engine running time	-
Initial Engine Coolant Temp	Engine coolant temperature at engine start	-
Coolant Temp Variation after Engine Start	Coolant temp variation after engine start	-
Initial Intake Air Temp	Intake air temperature at engine start	-
Intake Air Temp Variation after Engine Start	Intake air temp variation after engine start	-
Battery Voltage	Battery voltage	-
Glow Indicator Supported	Status of glow indicator supported	-
Glow Indicator	Glow indicator	-
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	-
Throttle 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.
Neutral Control	Neutral 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 [08/2019 - ] ).
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 B1S1	A/F heater duty ratio (for Bank 1)	-
A/F Heater Duty B2S1	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 B1S1	Short-term fuel trim	Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Short FT B1S2	Short-term fuel trim	-
Long FT B1S1	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 B1S1" 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 B1S1" indicates the current engine operating range.
Long FT B1S2	Long-term fuel trim	-
Total FT #1	Total fuel trim	-
Short FT B2S1	Short-term fuel trim	Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Short FT B2S2	Short-term fuel trim	-
Long FT B2S1	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 B2S1" 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 B2S1" indicates the current engine operating range.
Long FT B2S2	Long-term fuel trim	-
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	-
Atmosphere Adoption (Secondary Air)	Atmosphere adoption (Secondary air)	-
AI Test	Secondary air injection system operation prohibit	-
Air Pump	Air pump status	-
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)	-
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	-
Power Steering Signal	Power steering switch status	-
Neutral Position SW Signal	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.
Alternator Output Duty	Generator output duty	-
Alt Vol - Non Active Test	Request voltage when regulator not under forced activation	-
Alt Vol - Active Test	Request voltage when regulator under forced activation	-
Status of IG Switch	Engine switch condition	-
Status of Engine Start	Engine start condition	-
Status of WI Terminal Low Voltage Guard Determination	WI low voltage guard judgment	In order to prevent data corruption due to low voltage while writing to RAM, if the VC voltage drops to 4.5 V or less, this item is set to "ON" to prohibit writing to RAM.
Status of +B Terminal Low Voltage Guard Determination	+B low voltage guard judgment	When the system is unstable due to low battery voltage, DTCs cannot be accurately detected. Therefore, when the +B voltage drops to 7.5 V or less, this item is set to "ON" to prohibit DTC detection.
Status of STA Terminal Low Voltage Guard Determination	STA low voltage guard judgment	When the system is unstable due to low battery voltage according to starter operation, DTCs cannot be accurately detected. Therefore, when the starter operates, this item is set to "ON" to prohibit DTC detection.
Status of IG Switch Terminal Low Voltage Guard Determination	IGSW low voltage guard judgment	When other ECUs do not start while the engine switch is off or the system is unstable immediately after the ECM starts, DTCs cannot be accurately detected. Therefore, the engine switch is turned off or 0.5 seconds after the engine switch is turned on (IG), this item is set to "ON" to prohibit DTC detection.
Status of Soak Timer Start	Soak timer start condition	-
Soak Timer Start Request	Start signal from soak timer IC	-
Soak IC Current Timer Value	Current soak timer value	P2610 clock comparison detection compares "Soak IC Current Timer Value" and "Soak Timer Clear" to detect malfunctions.
Soak Timer Clear	Time elapsed since soak timer was cleared	When the engine switch is turned off after the engine starts, the "Soak Timer Clear" value is cleared.
Soak Timer Start History	Soak timer start history	-
Soak IC First Start Time	Initial soak timer start time	First time soak timer started after engine switch was turned off.
Soak Start Count	Number of times soak timer started from engine switch on (IG) to engine switch off	-
Main Relay ON Time after IG OFF	EFI MAIN NO. 1 relay ON time after engine switch was turned off	When the engine switch is on (IG), this item displays 0 ms.
Main Relay ON Time after IG OFF of Previous Trip	EFI MAIN NO. 1 relay ON time after previous time engine switch was turned off	-
Main Relay ON Time after Soak Start of Previous Trip	EFI MAIN NO. 1 relay ON time after previous clock comparison detection	-
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).
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).
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.
Fuel Remaining Volume	Fuel remaining volume rate	-
Communication with ECT	Status of communication with TCM	-
Electrical Load Signal 1	Electrical load signal	-
Electrical Load Signal 2	Electrical load signal	-
Cruise Main SW	Cruise control main switch	-
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.
Received MIL from ECT	MIL status from ECT	-
Shift Position Sig from ECT	Shift position signal from ECT	-
A/T Oil Temp from ECT	ATF temperature from ECT	-
SPD (NO)	Output shaft speed	-
SPD (NT)	Input shaft speed	Data is displayed in increments of 50 RPM.
ECT Lock Up	Lock-up	-
SPD (SP2)	Output shaft speed	-
Pattern Switch (PWR/M)	SPORT mode transition availability	-
Shift SW Status (R Range)	Park/Neutral position switch status	-
Shift SW Status (N, P Range) Supported	Status of park/neutral position switch (N or P) supported	-
Shift SW Status (N, P Range)	Park/Neutral position switch status	-
Sports Shift Up SW	Sport shift up switch status	-
Sports Shift Down SW	Sport shift down switch status	-
Sports Mode Selection SW	Sport mode select switch status	-
Snow Switch Status	Snow switch status	-
Shift SW Status (D Range)	Park/Neutral position switch status	-
Normal Mode Switch	Combination switch status	-
Sports Mode Switch	Combination switch status	-
ECO Switch	Combination switch status	-
Snow or 2nd Start Mode	Snow mode status	-