Sfi System Freeze Frame Data

Engine Hybrid System. Land Cruiser. Urj200, 202 Grj200 Vdj200
1Gr-Fe Engine Control. Land Cruiser. Urj200, 202 Grj200 Vdj200

  1. DESCRIPTION

  1. PENDING FREEZE FRAME DATA

  1. LIST OF FREEZE FRAME DATA

Sfi System -- Freeze Frame Data



DESCRIPTION
  1. The ECM records vehicle and driving condition information (fuel system information, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, 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 output, check the freeze frame data.

  1. Land Cruiser. Urj200, 202 Grj200 Vdj200.1Gr-Fe Engine Control.Sfi System.Sfi System Freeze Frame Data
    The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the GTS, 5 separate sets of freeze frame data can be checked.
    1. 3 data sets from before the DTC was stored.
    2. 1 data set from when the DTC was stored.
    3. 1 data set from after the DTC was stored.
    1. 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.

PENDING FREEZE FRAME DATA
HINT:
Pending freeze frame data is stored when a 2 trip DTC is first detected during the first trip.

  1. Connect the GTS to the DLC3.

  2. Turn the ignition switch to ON.

  3. Turn the GTS on.

  4. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.



  5. Select a DTC in order to display its pending freeze frame data.

    HINT:
    1. Pending freeze frame data is cleared when any of the following occurs.
      1. Using the GTS, the DTCs cleared.
      1. The cable is disconnected from the negative (-) battery terminal.
      1. 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.)
    2. 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.

    Land Cruiser. Urj200, 202 Grj200 Vdj200.1Gr-Fe Engine Control.Sfi System.Sfi System Freeze Frame Data


    Land Cruiser. Urj200, 202 Grj200 Vdj200.1Gr-Fe Engine Control.Sfi System.Sfi System Freeze Frame Data


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 airflow volume
If the value is approximately 0.0 gm/s:
  1. Mass air flow meter power source circuit is open or shorted.
  1. VG circuit is open or shorted.
If the value is 160.0 gm/s or more:
  1. 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
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 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
-
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 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 voltage
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
Air fuel ratio sensor current
-
AFS Current B2S1
Air fuel ratio sensor current
-
A/F Heater Duty B1S1
Air fuel ratio sensor heater duty ratio (for Bank 1)
-
A/F Heater Duty B2S1
Air fuel ratio sensor heater duty ratio (for Bank 2)
-
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.
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
  1. 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.
  2. 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 (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).
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
  1. 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.
  2. 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 (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).
Total FT #2
Total fuel trim
-
Fuel System Status #1
Fuel system status (for Bank 1)
  1. OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
  2. CL (Closed Loop): Feedback for fuel control.
  3. OL Drive: Open loop due to driving conditions (fuel enrichment).
  4. OL Fault: Open loop due to a detected system fault.
  5. CL Fault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.
Fuel System Status #2
Fuel system status (for Bank 2)
  1. OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
  2. CL (Closed Loop): Feedback for fuel control.
  3. OL Drive: Open loop due to driving conditions (fuel enrichment).
  4. OL Fault: Open loop due to a detected system fault.
  5. CL Fault: Closed loop but the air fuel ratio 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 (for Bank 1)
-
VVT Control Status #2
VVT control status (for Bank 2)
-
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 sensor status
-
Neutral Position SW Signal
Park/neutral position (PNP) switch signal
-
Clutch Switch
Clutch switch status
-
Clutch Start SW
Clutch start 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
-
Immobiliser Communication
Immobiliser 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
-
Warmup Cycle Cleared DTC
Warmup 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 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
-
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 catalyst from overheating during misfire
-
Cat OT MF F/C History
History of fuel cut to prevent catalyst from overheating during misfire
-
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.
  1. Misfire
  2. Continuous poor combustion
  3. Intermittent poor combustion
  4. 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
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #2
Status of the rough idle #2
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #3
Status of the rough idle #3
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #4
Status of the rough idle #4
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #5
Status of the rough idle #5
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #6
Status of the rough idle #6
  1. Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
  2. This item indicates cylinders which are likely to be the cause of rough idle.
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.
Minimum Engine Speed
Minimum engine speed
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 (the engine speed at which fuel cut occurs + 500 rpm or more).
Power Steering Pressure
Power steering oil pressure
-
ACT VSV
A/C cut status for Active Test
-
Brake Override System
Brake override system status
-
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
The fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete.
Immobiliser Fuel Cut
Status of immobiliser fuel cut
-
Immobiliser Fuel Cut History
Status of the immobiliser fuel cut history
-
Electrical Load Signal 1
Electrical load signal
-
Cruise Main SW
Cruise control main switch
-
Cruise Control Signal
Cruise control signal
-
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 GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
Pattern Switch (PWR/M)
Pattern switch (PWR) status
-
Shift SW Status (R Range)
PNP switch status (R)
When the shift lever position displayed on the GTS 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 GTS 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 (N or P) supported
-
Shift SW Status (N,P Range)
Park/neutral position switch status (N or P)
-
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 GTS 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
-
Snow or 2nd Start mode
Pattern switch (2nd) status
-