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Old 12-23-2014, 11:06 AM   #1
tmn318
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2009 Outlook XR
2008 VUE 2.4L
Mad Outlook P2099 CODE

I have a 2009 Saturn Outlook. In the past month I have had the plugs, coils, fuel pump, and (2) O2 sensors replaced and the check engine light still comes on with a the P2099 Code. Can anyone suggest something? Thanks

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Old 12-24-2014, 01:12 AM   #2
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Default Re: Outlook P2099 CODE

1st don't clean the maf....also im going to get flamed for this but I doubt there are very many fourm members with s.i.d.i. engine experence nor the princapals that they operate on..while similar to mpi or sfi engines they are vastly different..s.i.d.i engines run higher fuel rail pressures like 22,000 to 25,000 psi at the fuel rails..this code you have can be set by an unmetered air leak in the intake OR exhaust system..or low fuel rail pressure or a restricted fuel injecter nozzle..these injectors are buried in the head below the intake ports.ALL fuel rail pipes&seals are 1 time use only and seals have to be sized with a tool..these engines run at diesel injection pressures.a fuel leak will be a high pressure atomized spray that is highly flamable.there is a low pressure system that dlivers the fuel to the high pressure pump at 60 psi...



I would like to know what if any major work that has been done? timming chains?tranny work,cat converter replacement... for reasons I will post below

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Old 12-24-2014, 01:13 AM   #3
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2001 SL2
Default Re: Outlook P2099 CODE

#PIP4925: SES Light With Fuel Trim/Or Oxygen Sensor Codes - (Jul 12, 2011)
Subject: SES Light with Fuel Trim and/or Oxygen Sensor Codes

Models: 2000-2012 All Passenger Cars with Gasoline Engines
2000-2012 All Light Duty Trucks with Gasoline Engines

--------------------------------------------------------------------------------

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.

Condition/Concern:
A customer may comment the vehicle has an SES light on. Initial diagnosis may display any of these fuel trim and/or O2 sensor related codes, P0101, P0137, P0138, P0140, P0141,P0157, P0158, P0160, P0161, P0171, P0174, P0420, P0430, P1174, P1175, P2096, P2097, P2098, P2099, P2177, P2178, P2179, P2180, P2187, P2188, P2189, P2190. P2270, P2271, P2272, P2273.

Recommendation/Instructions:
If normal SI diagnostics does not lead to a resolution and an intake vacuum leak or an exhaust leak is suspected, the use of the J41413-200 Evaporative System Tester smoke machine may be useful to find the leak.

For an intake leak the smoke can be introduce into the brake booster hose or the oil dipstick tube. For best effect covering the air intake before the MAF sensor to allow air pressure to build is recommended.

For an exhaust leak the hose into the tailpipe sealed with shop towels proves to be effective. This method is very good for finding small leaks around the O2 sensor embossments and slight cracks in an intake plenum or gasket.

This process was also recommended in the 10207.07D - July 2007 Emerging Issues training seminar.

Please follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed.

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Old 12-24-2014, 01:14 AM   #4
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2001 SL2
Default Re: Outlook P2099 CODE

xTooltipElement

Service Information Home Publications Number Search New Bulletins Bulletin Search Feedback Help
2009 Saturn OUTLOOK - AWD | Acadia, Enclave, OUTLOOK, Traverse VIN R/V Service Manual | Document ID: 3685210
--------------------------------------------------------------------------------

#PIP4964C: SES Light With A P2097 Or P2099 - (Jan 16, 2014)
Subject: SES Light With A P2097 Or P2099

Models: 2009-2014 Buick Enclave
2010-2014 Buick LaCrosse
2013-2014 Cadillac ATS
2004-2013 Cadillac CTS
2004-2014 Cadillac SRX
2005-2011 Cadillac STS
2013-2014 Cadillac XTS
2010-2014 Chevrolet Camaro
2008-2014 Chevrolet Equinox
2009-2014 Chevrolet Traverse
2009-2014 GMC Acadia
2010-2014 GMC Terrain
2008-2009 Pontiac G8
2008-2009 Pontiac Torrent
2009-2010 Saturn Outlook
With HFV6 engine

--------------------------------------------------------------------------------

This PI was superseded to update model list. Please discard PIP4964B.


--------------------------------------------------------------------------------

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.

Condition/Concern
Some customers may complain of an SES light with no drivability concerns. The technician will find a DTC P2097 or P2099 set.

Recommendation/Instructions
The most common concerns we have seen have been related to fuel injectors.

This should be caught on initial diagnosis for these codes.

Perform injector balance or AFIT test prior to going further.

Note: Fuel injector balance test not available on 2009 Acadia, Outlook, Enclave and Traverse.

If normal SI diagnostics does not lead to a resolution for this code, then look for a small leak in the exhaust, usually at the outlet to the engine converter.

This leak will allow air to be pulled into the exhaust and cause a false lean concern at the post O2 sensor.

To diagnose this leak we recommend applying air to the rear of the downstream converter or to the tail pipe on single systems @ 5psi to 8 psi.

Apply a soapy solution to the gasket areas and the O2 boss.

Leaks in these areas that will cause the code will be larger bubbles.

Object ID: 2866908Click here for detailed picture of the image.

Object ID: 2866911Click here for detailed picture of the image.

Object ID: 2866916Click here for detailed picture of the image.

Foam leaks are considered normal.

Object ID: 2866921Click here for detailed picture of the image.

DO NOT APPLY FULL SHOP AIR as converter and engine damage can result.

If available CAC leak tester J-46091-1 and adapter can be used with a modification using wire ties to hold it to the pipe.

Object ID: 2866918Click here for detailed picture of the image.

If a leak is found in these areas along with gasket replacement, filing the mating surface of the pipe is suggested.

If no leaks are found at this point you should look for a mechanical valvetrain concern such as a sticking valve, or a lifter follower off the camshaft out of place.

This may or may not cause a misfire.

Warranty Information
The correction for this concern may be one of several repairs described above.

For vehicles repaired under warranty, please use the appropriate warranty labor operation based on the original cause in addition to well documented straight time.

Please follow this diagnostic or repair process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed.
GM bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer". They are written to inform these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle will have that condition. See your GM dealer for information on whether your vehicle may benefit from the information.

WE SUPPORT VOLUNTARY TECHNICIAN CERTIFICATION

© 2014 General Motors. All rights reserved.

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Old 12-24-2014, 01:15 AM   #5
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Default Re: Outlook P2099 CODE

Diagnostic Instructions
•Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.
•Review Strategy Based Diagnosis for an overview of the diagnostic approach.
•Diagnostic Procedure Instructions provides an overview of each diagnostic category.
DTC Descriptors
DTC P2097
Post Catalyst Fuel Trim System High Limit Bank 1

DTC P2099
Post Catalyst Fuel Trim System High Limit Bank 2

Circuit Description
Fuel trim bias is used to keep the post catalyst air/fuel ratio within a predetermined range. This allows optimal catalyst efficiency under light load conditions at a steady cruise. The engine control module (ECM) constantly monitors how lean or rich the fuel trim bias is commanded, to determine if the fuel trim bias is greater than a calibrated amount.

Conditions for Running the DTC
•Before the ECM can report DTC P2097 or P2099 failed, DTCs P0030, P0031, P0032, P0036, P0037, P0038, P0050, P0051, P0052, P0056, P0057, P0058, P013A, P013C, P013E, P0130, P0131, P0132, P0133, P0135, P0137, P0138, P014A, P0140, P0141, P0150, P0151, P0152, P0153, P0155, P0157, P0158, P0160, P0161, P2232, P2235, P2270, P2271, P2272, and P2273 must run and pass.
•DTC P0100, P0101, P0102, P0103, P0420, P0430, P0442, P0443, P0455, P0458, P0459, P2177, P2178, P2179, P2180, P2187, P2188, P2189 or P2190 is not set.
•The engine speed is 1,280–3,480 RPM.
•The engine load is 17–20 percent and steady.
•Closed loop fuel control is active for greater than 1 second.
•The calculated exhaust gas temperature is greater than 250°C (482°F).
•DTCs P2097 and P2099 run continuously when the conditions above have been met for greater than 130 seconds.
Conditions for Setting the DTC
The rich correction limit for a condition causing a lean air/fuel ratio has been exceeded for greater than 4 seconds or for a cumulative of 30 seconds.

Action Taken when the DTC Sets
DTCs P2097 and P2099 are Type B DTCs.

Conditions for Clearing the MIL/DTC
DTCs P2097 and P2099 are Type B DTCs.

Diagnostic Aids
•It is unlikely that an HO2S will cause this DTC to set without the occurrence of circuit related HO2S DTCs. Do not replace an HO2S to address this DTC without first performing all the steps in Circuit/System Verification.
•An exhaust system leak that may not be audible can set this DTC.
Reference Information
Schematic Reference
Engine Controls Schematics

Connector End View Reference
Component Connector End Views

Electrical Information Reference
•Circuit Testing
•Connector Repairs
•Testing for Intermittent Conditions and Poor Connections
•Wiring Repairs
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference
Control Module References for scan tool information

Circuit/System Verification
 1. Ignition ON, observe the scan tool DTC information. Verify there is no other HO2S or fuel trim DTC set.
⇒ If any other HO2S or fuel trim DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle.
 2. Verify that none of the following conditions exist:
◦Exhaust system leaks—Refer to Exhaust Leakage
◦Engine vacuum leaks
◦Low fuel system pressure—Refer to Fuel System Diagnosis.
◦Fuel that is contaminated—Refer to Alcohol/Contaminants-in-Fuel Diagnosis.
◦Lean fuel injectors—Refer to Fuel Injector Solenoid Coil Test.
⇒ If you find any of the above conditions, repair as necessary.
Warning: Refer to Road Test Warning.

Note: A road load condition is necessary to obtain closed loop.

 3. Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.

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Old 12-24-2014, 01:22 AM   #6
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Default Re: Outlook P2099 CODE

Fuel Rail Fuel Pressure Sensor
The fuel rail pressure sensor (4) detects fuel pressure within the fuel rail. The engine control module (ECM) provides a 5 volt reference voltage on the 5 volt reference circuit and ground on the low reference circuit. The ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the FRP sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is low, the signal voltage is low.

Fuel Rail Assembly
The fuel rail assembly (3) attaches to each cylinder head. The fuel rail distributes high pressure fuel to the fuel injectors. The fuel rail assembly consists of the following components:

•Six fuel injectors
•A fuel rail pressure (FRP) sensor
Fuel Injectors
The fuel injection system is a high pressure, direct injection, returnless on-demand design. The fuel injectors (6) are mounted in the cylinder head beneath the intake ports and spray fuel directly into the combustion chamber. Direct injection requires high fuel pressure due to the fuel injector's location in the combustion chamber. Fuel pressure must be higher than compression pressure requiring a high pressure fuel pump. The fuel injectors also require more electrical power due to the high fuel pressure. The ECM supplies a separate high voltage supply circuit and a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are both controlled by the ECM. The ECM energizes each fuel injector by grounding the control circuit. The ECM controls each fuel injector with 65  volts. This is controlled by a boost capacitor in the ECM. During the 65  volt boost phase, the capacitor is discharged through an injector, allowing for initial injector opening. The injector is then held open with 12  volts.

The fuel injector assembly is an inside opening electrical magnetic injector. The injector has six precision machined holes that generate a cone shaped oval spray pattern. The fuel injector has a slim extended tip in order to allow a sufficient cooling jacket in the cylinder head.

The fuel injectors will cause various driveability conditions if the following conditions occur:

•If the injectors will not open
•If the injectors are stuck open
•If the injectors are leaking
•If the injectors have a low coil resistance
Engine Fueling
The engine is fueled by six individual injectors, one for each cylinder, that are controlled by the ECM. The ECM controls each injector by energizing the injector coil for a brief period once every other engine revolution. The length of this brief period, or pulse, is carefully calculated by the ECM to deliver the correct amount of fuel for proper driveability and emissions control. The period of time when the injector is energized is called the pulse width and is measured in milliseconds, thousandths of a second.

While the engine is running, the ECM is constantly monitoring the inputs and recalculating the appropriate pulse width for each injector. The pulse width calculation is based on the injector flow rate, mass of fuel the energized injector will pass per unit of time, the desired air/fuel ratio, and actual air mass in each cylinder and is adjusted for battery voltage, short term, and long term fuel trim. The calculated pulse is timed to occur as each cylinders intake valves are closing to attain largest duration and most vaporization.

Fueling during a crank is slightly different than fueling during an engine run. As the engine begins to turn, a prime pulse may be injected to speed starting. As soon as the ECM can determine where in the firing order the engine is, the ECM begins pulsing the injectors. The pulse width during the crank is based on the coolant temperature and the engine load.

The fueling system has several automatic adjustments in order to compensate for the differences in the fuel system hardware, the driving conditions, the fuel used, and the engine aging. The basis for the fuel control is the pulse width calculation that is described above. Included in this calculation are an adjustment for the battery voltage, the short term fuel trim, and the long term fuel trim. The battery voltage adjustment is necessary since the changes in the voltage across the injector affect the injector flow rate. The short term and the long term fuel trims are fine and coarse adjustments to the pulse width that are designed in order to maximize the driveability and emissions control. These fuel trims are based on the feedback from the oxygen sensors in the exhaust stream and are only used when the fuel control system is in a Closed Loop operation.

Under certain conditions, the fueling system will turn OFF the injectors for a period of time. This is referred to as fuel shut-off. Fuel shut-off is used in order to improve traction, save fuel, improve emissions, and protect the vehicle under certain extreme or abusive conditions.

In case of a major internal problem, the ECM may be able to use a back-up fuel strategy for limp in mode that will run the engine until service can be performed.

Sequential Fuel Injection (SFI)
The ECM controls the fuel injectors based on information that the ECM receives from several information sensors. Each injector is fired individually in the engine firing order, which is called sequential fuel injection. This allows precise fuel metering to each cylinder and improves the driveability under all of the driving conditions.

The ECM has several operating modes for fuel control, depending on the information that has been received from the sensors.

Starting Mode
When the ECM detects reference pulses from the CKP sensor, the ECM will enable the fuel pump. The fuel pump runs and builds up pressure in the fuel system. The ECM then monitors the MAF, IAT, engine coolant temperature (ECT), and the throttle position (TP) sensor signal in order to determine the required injector pulse width for starting.

Clear Flood Mode
If the engine is flooded with fuel during starting and will not start, the Clear Flood Mode can be manually selected. To select Clear Flood Mode, push the accelerator to wide open throttle (WOT). With this signal, the ECM will completely turn OFF the injectors and will maintain this stage as long as the ECM indicates a WOT condition with engine speed below 1,000 RPM.

Run Mode
The Run Mode has 2 conditions: Open Loop operation and Closed Loop operation. When the engine is first started and the engine speed is above 480 RPM, the system goes into Open Loop operation. In Open Loop operation, the ECM ignores the signals from the oxygen sensors and calculates the required injector pulse width based primarily on inputs from the MAF, IAT and ECT sensors.

In Closed Loop, the ECM adjusts the calculated injector pulse width for each bank of injectors based on the signals from each oxygen sensor.

Acceleration Mode
The ECM monitors the changes in the TP and the MAF sensor signals in order to determine when the vehicle is being accelerated. The ECM will then increase the injector pulse width in order to provide more fuel for improved performance.

Deceleration Mode
The ECM monitors changes in TP and MAF sensor signals to determine when the vehicle is being decelerated. The ECM will then decrease injector pulse width or even shut OFF injectors for short periods to reduce exhaust emissions, and for better (engine braking) deceleration.

Battery Voltage Correction Mode
The ECM can compensate in order to maintain acceptable vehicle driveability when the ECM sees a low battery voltage condition. The ECM compensates by performing the following functions:

•Increasing the injector pulse width in order to maintain the proper amount of fuel being delivered
•Increasing the idle speed to increase the generator output
Fuel Shut-Off Mode
The ECM has the ability to completely turn OFF all of the injectors or selectively turn OFF some of the injectors when certain conditions are met. These fuel shut-off modes allow the ECM to protect the engine from damage and also to improve the vehicles driveability.

The ECM will disable all of the six injectors under the following conditions:

•Ignition OFF—Prevents engine run-on
•Ignition ON but no CKP signal—Prevents flooding or backfiring
•A high engine speed—Above the red line
•A high vehicle speed—Above the rated tire speed
•Closed throttle coast down—Reduces the emissions and increases engine braking.
The ECM will selectively disable the injectors under the following conditions:

•The torque management enabled—Transmission shifts or abusive maneuvers.
•The traction control enabled—In conjunction with the front brakes applying
© 2014 General Motors. All rights reserved.

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Old 12-31-2014, 05:04 PM   #7
transtech49
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Default Re: Outlook P2099 CODE

not sure if any of the previous info helped so here's my 2 cents. A p2099 is basically saying that the post cat o2 sensor(the one after the converter) is indicating a lean condition when a lean condition should not be present. I've never seen this caused by a faulty sensor. The ecm tests the sensor by changing the air fuel ratio to that bank, in this case bank 2, expecting the o2 to react accordingly. When that does not happen it will fail the test. The ecm does not use post cat o2 values to control the air fuel ratio. The sole purpose of the post cat o2 is simply to monitor the converter efficiency, that's it. The #1 cause I've found is an exhaust leak. It's a leak that may not be big enough to hear but can allow outside air into the exhaust stream thus giving a false lean condition. If you have no other driveability symptoms and that's the only code stored that's what I would be looking at. Also this code will not set if the ecm detects other problems such as misfires, maf sensor faults, or pre cat/engine control o2 faults. Hope this helps

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Old 12-31-2014, 06:15 PM   #8
satlite440
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Default Re: Outlook P2099 CODE

also why I asked if powertrain has been out for trans repair or timming chains.. found plenty of these codes after due to tech didn't replace cat to manifold seals and downstream cat flange gaskets....the ones that didn't get fixed by exhaust seals needed sidi injectors....found by afit test

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Old 01-14-2015, 11:40 AM   #9
tmn318
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2009 Outlook XR
2008 VUE 2.4L
Default Re: Outlook P2099 CODE

Thank you for all the feedback. There has not been any major work done on this car. I originally brought it in because the traction light was coming on. The mechanic said I needed to change the plugs. Since then, the Check Engine Light is on. I have changed the fuel pump and both O2 sensors. I am bringing it back to the mechanic today along with all this feedback. I hope he can resolve the issue.

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Old 01-14-2015, 12:33 PM   #10
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Default Re: Outlook P2099 CODE

are you the 1st owner? if not pm me your vin and I will see if there was anything in history

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