I have not checked exhaust backpressure. Honestly, I have never performed that test on any vehicle. I will get the needed tools and report back.

Looking at the live data graphs that I posted earlier, does the O2 bank 1 sensor 1 voltage data normally fluctuate in a range as it is shown? I was just asking because I was comparing that data to the bank 1 sensor 2 voltage data which is fairly flat and steady.

 

Yes, that is not an issue. O2 voltage rapidly fluctuates somewhere between 0.1 to 0.9 as cylinders fire. Yours is in that range on the rich side (GM default). A perfect burn is 0.45V.

Have you looked for any vacuum leaks? Check for any cracked vacuum hoses and also check your intake manifold fasteners are not loose and properly torqued. That's an easy worthwhile check.

 

I guess I had been thinking Bank 1 Sensor 1 was a problem because of the rapid fluctuations. I didn't realize that was a good thing. Thank you for letting me know. Do you think Bank 1 Sensor 2 is a problem since it is steady state (no big fluctuations) at .785V to .790V ? Or, is that acceptable since it is Sensor 2 instead of Sensor 1?

As far as the vacuum leaks, I have looked at hoses and where they attach. All seems good there. Also, the intake manifold is torqued to specs. I have looked all over this motor, taken to several local mechanics to do the same, and still have no resolution to this mystery.

If you look at the pictures attached above in the section named, "timing advance for #1 cylinder". Is that basically showing that the cam phaser is working correctly? I have always been leery of the phaser because it is still original to the H3 and the 0017 code being present. Thanks.

 

I just noticed something. I'm slow. At the beginning you indicated the job included a new crank sensor... among other things.

What brand Crank Sensor was used, if you know or can find out? May not be your problem, but it just popped in my head that I remembered somebody had a bad crank sensor... they replaced it with a cheap off brand, then assumed that was fixed. Went on and on replacing other things until they swapped that crank sensor for a genuine GM crank sensor and viola, issue went away.

A worn cam phaser could be the problem, but I do not think those spaz out that often?

Just my rambling thoughts.

 

I know it has a Delphi crank sensor in it currently. It was installed a couple of months ago.

 

Gonna suck, but you may have to double check that timing is correct.

Take a read through the attached most of which I pasted below.

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
Condition/Concern
A customer may comment that they have an SES with or without a drivability concern, or after
performing an engine repair the the technician finds the SES is on. Upon investigation a DTC
p0017 may be set as current or as history.
Recommendation/Instructions
Due to the varied amount of concerns that can cause a p0017 code and number of PIs and TSBs
for a DTC P0017, this document was created to cumulate all that information for those times
when normal published diagnostics does not lead to a repair. Some of these include; the
technician may have performed repairs for a secondary or non-related concern such as a cylinder
head or front cover replacement and then has a DTC p0017, or still has a DTC P0017 after
performing repairs according to published diagnostics. Remember, a DTC p0017 DTC sets when
CMP sensor pulse is greater than 16.31 degrees out of sequence with the corresponding crank
sensor pulse; as stated in service information.
Note: This document is not intended as a short cut to diagnostics listed in SI.
A P0017 code may set for any of the following reasons:
1. The engine is timed incorrectly. See current version of TSB 06-06-01-017 (RPO’s L52, LK5),
See current version of 07-06-01-019 (RPO’s LLR, LLV) See current version of 07-06-01-018
(RPO LL8) Use these documents to check timing. The technician should follow the procedures
to set the engine to #1 TDC then place the straight edge on the cam flats and:
1.1. If one cam flat has excessive clearance as noted in the TSB that cam is one tooth off.
1.2. If both are cams flats have excessive clearance as noted in the TSB in the same direction
the timing is off at the crank gear.
2. 2. The crank timing gear has a loose fit to the crank. See current version of PIP4581, The
concern could be:
2.1. The crank key or keyway has excessive clearance
2.2. The crank bolt is loose.
3. The Crank end play is excessive.
4. The cam actuator solenoid is restricted or screens are missing. See current version of PIP3694
5. The cam actuator is sticking. See current version of PIP4913
6. Low oil pressure or oil contamination. See current version of PIP4913
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.

 

I make the assumption you already did a CASE relearn?

 

I copied this portion from above….

“1.1. If one cam flat has excessive clearance as noted in the TSB that cam is one tooth off.”

Question….At TDC on #1, the exhaust cam flat may be an issue, but I am not certain. It is facing the 11 o’clock side of
12:00 (barely tilting left). If I adjust the exhaust cam to to correct that issue and lie flat, then I think the exhaust cam sprocket will not line up on the timing chain colored marks correctly. I assume that will be a big problem?



I make the assumption you already did a CASE relearn?

Yes, the CASE relearn is complete

 

I noticed you said your hummer is an 08 but the phaser I do not recognize, it seems to be from a 3.5L so 2006 or older at least as far as I know part# 12589782 would be for an 08, who did the engine work again?