Jump to content

P2099 - 2018 Silverado

Apadilla

By Apadilla
in Troubleshooting & Recalls

 Share

Recommended Posts

Apadilla New Member

Apadilla

Posted
Posted (edited)

I have a 2018 Silverado 5.3 with 75k miles.  Truck runs great but P2099 code Post Catalyst Fuel Trim System Too Rich (Bank 2 comes and goes.  Have already cleaned MAF sensor, replaced O2 sensors (all 4) and recently replaced all 8 fuel injectors.  Here is the freeze frame data.

DTCFRZF

P2099

FUELSYSI

CL

FUELSYS2

CL

LOAD_PCT(%)

21.6

ETC(°С)

58

FRP(kPa)

309

MAP (kPa) 

27

RPM(/min)

1302

 

 

VSS(km/h)

22

SPARKAD(*)

42

IAT(*C)

30

MAF(g/s)

12.41

TP(%)

22.4

02B1S1(V)

3.9

02B151 (V)

0.095

02B152(V)

99.2

02B152(V)

0.725

02B351(V)

1.6

02B351(V)

0.075

02B352(V)

99.2

 

 

02B352(V)

0.580

RUNTM(sec)

204

FRP(kPa)

5210.0

EVAP_PCT(%)

15.7

FLI (%)

44.7

WARM_UPS

3

 

 

Any diagnostics that I can do?

Edited by Apadilla
dna9656 Enthusiast

dna9656

Posted
Posted

Breaking manifold bolts? Just how long has GM been building engine? Do they not know what it takes in a bolt to hold up it it's application? HEY GM! let's get the bean counters out fo the design room. They are killing GM and the owners.

rlcole321 Enthusiast

rlcole321

Posted
Posted

If you monitor O2, B2S1, (upstream) and it's cross counting good and your long and short term fuel trim are reasonably in the center, and the B2S2 (downstream) O2 is stuck at .950 or higher, then the data doesn't fit, but if both O2's are high and LTFT and STFT for bank 2 stay in the "high negative" range, then possibly fuel delivery problem (rich). An exhaust leak could cause some of these issues, but you normally see it in the fuel trim data.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • No1UKnow
      Transmission Woes :-(

      By No1UKnow · Posted

      Well, I received a message from the dealer...
    • Atomicgrl
      ‘25 Silverado purchase- back to dealership for bumper/radio issue

      By Atomicgrl · Posted

      The no sound problem is the audio amplifier. The audio amp has a heatsoak issue in some circuitry which causes it to miss the wakeup handhake. If it doesn't respond within a certain time parameter, then you get no sound. I brought it in and had the software update, but after further testing the tech made the call for a new audio amplifer. The software update I belive gives more time for the amp to respond, but if the amp is defective then you can still get no audio at times. After the update it went 12 days before no sound. After doing some research, apparently the fix is a new (updated) audio amplifer, the circuitry internally has been improved to better deal with heat. I had to wait 2 1/2 weeks because at the time, it was on backorder with no eta. Well the amp came in earlier this week. I had the amp and programming work done today. After picking it up I stopped at a few places, and whenever I started my truck, the audio was on instantly, so whatever they did it appears to work because it's never had sound that quickly......Hope this helps
    • Jus Cruisin
      Rear Crew Cab Door Wont Open

      By Jus Cruisin · Posted

      Make sure the latch mechanism is properly greased. Look at the catch for fresh marks/scratches. And see if it has moved a little, too. 
    • PBNB
      Thoughts on these wheels?

      By PBNB · Posted

      I have the 18" black mutilspoke wheels that came with my truck. I like them as they are very subdued and look good with the 295/70's    I am sure that the next set of wheels I get will be some after market all black wheels. Or maybe some AT4X wheels.
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      Interesting question which you partly answered in the word 'potentially'. I think that is going to be a 'point of reference' inquiry. What are the touchstones?    This will sound petty but it is the main source of end fighting in threads on this topic. Define a motors "Life". Think about the various arguments that have been entertained on these pages in that very argument.    I can only speak from my viewpoint. Engine "Life" in my world is defined by power cylinder integrity. For the majority of engines it is the bore/ring interface that quits first. Loss of seal. Oil consumption and loss of power. Most Pro motor builders would agree and there is a good deal of information on using "Leak Down" as a primary indicator of bore integrity. At home a compression test is more the thing. If we can agree on that then I think CC Jensen has done its homework and I'd find it valid.    Now by my own definition, Dizzy, wife's Ecotec 2.4 I-4 has been dead since about 80K miles. And yet we have logged over 200K miles more on it. "Life" and "Usefulness" are therefore independent.      I know a mature fella right now who has just hit 300K on a Mitsubishi 3A92 NA MPFI motor and has done compression test every 100K. It was 205 psi after break in and is now about 195 and still even. He uses shelf oil but good filters and adheres to a 3K mile OCI. He even do UOA's on each of them for the first 50K.      I also know a fleet mechanic with that same motor that gets 300 to 500 K out of them but the are oil using, wristpin sloppy, skirt slapping motors. He ran one with a piston pin so loose the piston was bouncing off the cylinder head for about 20K miles before he called TOD. Both of them claim success.         

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...