Some customers may complain of an engine rattle that started shortly after engine repairs that required crankshaft balancer removal and replacement.In some cases, the technician may find that the noise can be eliminated by retarding the CMP actuator with a Tech 2.This noise may be the result of the crankshaft gear rattling on the crankshaft pin if the crankshaft balancer bolt was not torqued to specification during recent repairs.If this rattle occurs for a long period of time, it could eventually lead to crankshaft timing sprocket and/or pin damage,which may cause a SES light due to DTCs P0016 or P0017 (DTC depends on model year) and no engine performance concerns.Recommendation/Instructions If a rattle noise is experienced without a SES light and SI diagnosis does not isolate the cause of it, re-torque the crankshaft balancer bolt to specifications by following SI procedures and re-evaluate the noise.If a rattle noise, SES light, and DTC P0016 or P0017 is experienced and SI diagnosis does not isolate the cause of it, re-torque the crankshaft balancer bolt to specifications by following SI procedures and re-evaluate the noise.If tightening the bolt repairs the rattle noise but the DTC P0016 or P0017 continue to set, follow SI diagnosis and any other bulletins or PIs that may apply, and repair as necessary.If this does not repair the DTC, follow SI procedures to remove the crankshaft timing sprocket and inspect the crankshaft alignment pin and the related groove of the sprocket for obvious wear.If obvious wear is present, replace the crankshaft timing sprocket and/or pin and re-evaluate the concern 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

 

Currently I am not experiencing any rattling noises coming from the engine. So far the only time the P0017 appears is at start up. I clear the code and it does not re-appear until after I turn it off and re-start it. Sometimes at start up other codes appear P0446, P0013, B1004. They do not appear consistently. What is consistent is the P0017. In spite of the codes the vehicles runs and sounds better than it ever has.

The P0017 code has me left me a little baffled. That's why this thread with the relearn possibility sparked my hopeful response.

 

You clear code with battery disconnect?

 

I am trying your suggestion now to disconnect the battery. It's my understanding that you have the leave the battery disconnected for at least an hour to clear the memory. Is that correct?

 

B1004 is due to battery disconnect. Use a scanner to clear codes!

 

Hummerz I appreciate your feedback!

After reconnecting the battery the P0017 came back on. Is it a matter of the computer relearning all of the new components or is there something else I need to be looking for. I have not noticed any unusual wear spots on the wiring harness that I can see.

I have tested the VVT Solenoid separately and it opened and closed when I connected the +/- demonstrating that it is functional. I also tested the connector for the VVT and it is receiving 12 volts. With that being said when I tested the connector when it is installed onto the VVT I do not get a reading of 12 volts it gave me a Zero reading on the Voltmeter. Electrical is not my thing so I am not sure why I would get 12 volts when the connector was disconnected and zero volts when connected. Does that have anything to do with when the VVT opens and/or closes?

 

vvt?..

 

Variable Valve Timing is the only term I have used for this part. I apologize if the VVT abbreviation caused confusion.

 

#PIP4945B
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.

 

So after several months I did try all external testing without any problem: All sensors replaced (Crankshaft position sensor, both camshaft position sensors and crankshaft position actuator solenoid), made all wiring tests and oil has been good since truck bought but still having the p0017 code
So it looks like an internal cam-related issue, perhaps cam reluctor ring is a bit loose and the cam sensor is reading wrong and sending this misinformation to PMC.
Then I need to open timing cover to check and will take advantage of this to replace all with a new timing kit. Hope this reluctor isn't too loose don't break up before installing this new kit.