Freeze Frame Data [08/2015 - 08/2019]

DESCRIPTION

Freeze frame data records the engine conditions (fuel system information, 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, whether the engine was warmed up or not, whether 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, check 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.

Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

3 data sets from before the DTC was stored
1 data set from when the DTC was stored
1 data set from after the DTC was stored

These data sets can be used to simulate the condition of the vehicle from 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

Tester Display	Measurement Item	Diagnostic Note
Vehicle Speed	Vehicle speed	Speed indicated on the speedometer.
Engine Speed	Engine speed	-
Calculate Load	Calculated load	Load calculated by the ECM.
Vehicle Load	Vehicle load	-
MAF	Mass air flow volume	If the value is approximately 0.0 g/sec.: Mass air flow meter power source circuit is open or shorted. VG circuit is open or shorted. If the value is 160.0 g/sec. or more: E2G circuit is open.
Atmosphere Pressure	Atmospheric 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	-
Glow Indicator Supported	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 position	-
Throttl Sensor #2 Volt %	Throttle sensor position #2	-
Throttle Sensor Position	Throttle position	-
Throttle Motor DUTY	Throttle actuator	-
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	For use when engine stall, starting problems or rough idle is present.
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 EVAP System (Refer to EVAP System [08/2015 - 08/2019] ).
Current Fuel Type	Current fuel type used to identify the current fuel type:	Gasoline
EVAP (Purge) VSV	EVAP purge VSV duty ratio	-
Evap Purge Flow	Ratio of evaporative purge flow to intake air volume	-
Purge Density Learn Value	Purge density learned value	-
EVAP System Vent Valve	Key-off EVAP system vent valve status	-
EVAP Purge VSV	EVAP purge VSV	-
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	-
AF Lambda B2S1	Fuel trim at air fuel ratio sensor	-
AFS Voltage B1S1 AFS Voltage B2S1	Air fuel ratio sensor output	Performing 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 AFS Current B2S1	Air fuel ratio sensor current	-
A/F Heater Duty #1 A/F Heater Duty #2	Air fuel ratio sensor heater duty ratio	-
O2S B1S2 O2S B2S2	Heated oxygen sensor output	Performing 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 O2S Impedance B2S2	Sub heated oxygen sensor impedance (for Sensor 2)	-
O2 Heater B1S2 O2 Heater B2S2	Heated oxygen sensor heater (for Sensor 2)	-
O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2	Heated oxygen sensor current (for Sensor 2)	-
Short FT #1	Short-term fuel trim	Short-term fuel compensation used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Long FT #1	Long-term fuel trim	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.
Total FT #1	Total fuel trim	-
Short FT #2	Short-term fuel trim	Short-term fuel compensation used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio.
Long FT #2	Long-term fuel trim	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.
Total FT #2	Total fuel trim	-
Fuel System Status #1	Fuel system status (for Bank 1)	OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: 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 conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning.
Air Pump Pressure (Absolute)	Air pump pressure (for Bank 1)	-
Air Pump2 Pressure (Absolute)	Air pump pressure (for Bank 2)	-
Air Pump Pulsation Pressure	Air pump pulsation pressure	-
Secondary Air Control VSV	Secondary air control VSV status	-
2nd Air System Status	Secondary air injection system status	-
AI Test	Secondary air injection system operation prohibition	-
Subfreezing Conditions	Subfreezing conditions status	-
Air Pump Freeze	Air pump freeze status	-
Air Switching Valve Freeze	Switching valve freeze status	-
Air Switching Valve2 Freeze	Switching valve 2 freeze status	-
Air Pump Heater	Air pump heater status	-
IGN Advance	Ignition advance	-
Knock Feedback Value	Knocking feedback value	-
Knock Correct Learn Value	Knocking correction learned value	-
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.
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 Bank 1 Sensor 1)	-
Catalyst Temp B2S1	Estimated catalyst temperature (for Bank 2 Sensor 1)	-
Catalyst Temp B1S2	Estimated catalyst temperature (for Bank 1 Sensor 2)	-
Catalyst Temp B2S2	Estimated catalyst temperature (for Bank 2 Sensor 2)	-
Starter Signal	Starter switch signal	-
Power Steering Signal	Power steering oil pressure switch status	-
Neutral Position SW Signal	Park/neutral position (PNP) switch signal	-
Transfer Neutral	Neutral status of the transfer	-
4WD SW	4WD switch status	-
Transfer L4	L4 status of the transfer	-
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	-
Immobilizer Communication	Immobilizer communication	-
TC Terminal	TC terminal status	-
Time after DTC Cleared	Cumulative time after DTCs cleared	-
Distance from DTC Cleared	Accumulated distance driven after DTCs cleared	-
Warm-up Cycle Cleared DTC	Warm-up cycles after DTCs cleared	-
Dist Batt Cable Disconnect	Total distance vehicle driven after battery cable disconnected	-
IG OFF Elapsed Time	Cumulative time after ignition switch 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	-
Cylinder #2 Misfire Count	Cylinder #2 misfire	-
Cylinder #3 Misfire Count	Cylinder #3 misfire	-
Cylinder #4 Misfire Count	Cylinder #4 misfire	-
Cylinder #5 Misfire Count	Cylinder #5 misfire	-
Cylinder #6 Misfire Count	Cylinder #6 misfire	-
All Cylinders Misfire Count	Misfire count of all cylinders	-
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	Fuel cut to prevent misfire causing catalyst overheating	-
Cat OT MF F/C History	History of fuel cut to prevent misfire causing catalyst overheating	-
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)	-
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 ignition switch turned to ON	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.
Rough Idle Status	Status of the rough idle status	The following list of statuses indicates the degree and frequency of rough idling from highest to lowest. Use this as a reference when trying to reproduce the rough idling. Misfire Continuous poor combustion Intermittent poor combustion Low frequency poor combustion
Plural Cylinders Rough Idle	Status of the plural cylinders rough idle	Indicates multiple cylinders are the cause of rough idling when ON.
Rough Idle #1	Status of the rough idle #1	Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #2	Status of the rough idle #2	Same as Rough Idle #1
Rough Idle #3	Status of the rough idle #3	Same as Rough Idle #1
Rough Idle #4	Status of the rough idle #4	Same as Rough Idle #1
Rough Idle #5	Status of the rough idle #5	Same as Rough Idle #1
Rough Idle #6	Status of the rough idle #6	Same as Rough Idle #1
Engine Starting Time	Time elapsed after engine started (interval between ignition switch ON and off)	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.
Fuel Cut Elps Time	Time elapsed after engine runs at high speed	The time elapsed after a fuel cut after high engine speed has occurred (more than the engine speed at which fuel cut occurs + 500 rpm).
A/F Learn Value Idle #1	Air-fuel ratio learned value for idling (bank 1)	Learning is performed when idling with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher).
A/F Learn Value Low #1	Air-fuel ratio learned value for low engine loads (bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°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 (bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the mid-size 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 (bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the mid-size 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 (bank 1)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°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 (bank 2)	Learning is performed when idling with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher).
A/F Learn Value Low #2	Air-fuel ratio learned value for low engine loads (bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°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 (bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the mid-size 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 (bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the mid-size 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 (bank 2)	Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°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 oil pressure	-
ACT VSV	A/C cut status for Active Test	-
Brake Override System	Status of brake override system	-
Idle Fuel Cut	Fuel cut at idle	ON: 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 is being performed under a very light load to prevent the engine combustion from becoming incomplete.
Immobilizer Fuel Cut	Status of immobilizer fuel cut	-
Immobilizer Fuel Cut History	History of immobilizer fuel cut	-
Comm with Power Manage	Status of communication with power management control ECU	-
Comm with Air Conditioner	Status of communication with air conditioning amplifier	-
Electrical Load Signal 1	Electrical load signal	-
Electrical Load Signal 2	Electrical load signal	-
A/F Sensor Determination (worst value) #1	Worst judgment value of air fuel ratio sensor output for bank 1	-
A/F Sensor Determination (worst value) #2	Worst judgment value of air fuel ratio sensor output for bank 2	-
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)	-
Engine Speed Fluctuation Avg (worst value) #5	Worst value of average engine speed fluctuation (cylinder 5)	-
Engine Speed Fluctuation Avg (worst value) #6	Worst value of average engine speed fluctuation (cylinder 6)	-
SPD (NT)	Input shaft speed	Data is displayed in increments of 50 rpm.
SPD (SP2)	Output shaft speed	-
Overdrive Cut Switch #1	Overdrive cut signal for cruise control	-
Shift SW Status (P Range)	PNP switch status (P)	When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
Shift SW Status (R Range)	PNP switch status (R)	When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
Shift SW Status (N Range)	PNP switch status (N)	When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
Shift SW Status (N, P Range) Supported	Status of park/neutral position switch assembly (N or P) supported	-
Shift SW Status (N, P Range)	PNP switch status (P or N)	When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
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	-
Shift SW Status (D Range)	PNP switch status (D)	When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
A/T Oil Temperature 1	No. 1 ATF temperature sensor value	If the value is -40°C (-40°F) or 215°C (419°F), the No. 1 ATF temperature sensor circuit is open or shorted.
A/T Oil Temperature 2	No. 2 ATF temperature sensor value	If the value is -40°C (-40°F) or 215°C (419°F), the No. 2 ATF temperature sensor circuit is open or shorted.
ATF Thermal Degradation Estimate	Estimated value of ATF thermal degradation	If 50000 or more is displayed for the Data List item "ATF Thermal Degradation Estimate", thermal degradation of the ATF is suspected. Perform ATF Thermal Degradation Estimate Reset after replacing the ATF.
Lock Up	Lock-up	-
Shift Status	ECM gear shift command	-
SLT Solenoid Status	Shift solenoid SLT status	-
SLU Solenoid Status	Shift solenoid SLU status	-
Off-road Guidance Status	Off-road guidance status	-
Torque Converter Temperature Raise History	Status of torque converter temperature raise history	-