I changed the crank sensor and did a relearn last night still the same. My crank sensor shows 5 volts on both wire which is odd to me though.

 

what about the cam position sensor?

 

Have not replaced those yet but thought about it.

 

It would be interesting to me if you could upload a video with sound, idle to cutoff. All I need to see is the RPM gauge, with sound. Upload to YT then copy link here:

 

https://m.youtube.com/watch?v=vW666MoH7DA

 

Condition/Concern

On rare occasions, an intermittent SES light, P0017 DTC may set, in some instances the engine will not have any drivability concerns. In other instances the concern may be shortly after the cylinder head was replaced for an internal cylinder head concern. In even rarer cases the engine may stall. If it does, the engine will restart.

Recommendation/Instructions
Note: If the SI diagnostics and the latest version of PIP3694 do not isolate the cause of this concern for either 1 or 2, monitor the oil pressure and oil level and address any concern seen.
1. This may be caused by an intermittently sticking Camshaft Exhaust Actuator affecting the mechanical timing of the engine caused by debris in the oil from poor oil change maintenance.
– In some instances the code cannot be reproduced.
– If no head replacement or internal engine repairs were made prior to this concern, inspect the engine for oil contamination, sludge, or poor oil change maintenance that may cause the Cam actuator to stick intermittently.
– Correct the oil condition first.
– If needed replace the exhaust actuator for sticking.
– Due to the tight clearances and build of the actuator it is cannot be taken apart and cleaned.
2. The second cause may be a binding camshaft shortly after cylinder head replacement. If the Head was recently replaced for an internal cylinder head concern, continue with the below diagnostics:
– Use the Tech 2 to take a center trigger snapshot of Engine Data when the concern occurs.
– If the engine stalls in the bay, do not restart it.
– If the snapshot shows that the Camshaft Phase Solenoid DC Parameter spiked to 99% just before the engine concern, the ECM has seen an anomaly with the Crank or Cam Timing and the ECM has stroked the Actuator in an attempt to clear any oil or debris restrictions.
– Remove the camshaft cover, place a wrench on the hex that is between the cam lobes, and move the cam slightly to see if the exhaust cam actuator sprocket is unlocked.
1– If the exhaust cam actuator sprocket is unlocked, move the exhaust cam slightly to determine if it is binding in the cam journals.
– It is normal to feel some resistance from the valve-train pushing back on the cam lobes but if the cam is sticking no matter where it is moved, the cam is binding in the journals.
– If the engine was restarted before removing the cam cover, the exhaust cam actuator sprocket will be locked and it will be necessary to follow SI repair procedures to remove the cam followers (rockers) or the CMP actuator sprocket in order to determine if the cam is binding in the journals.
– Also note that this is an interference engine, so the technician needs to use caution when moving the cam independently of the crank or they could bend the valves if they forcefully rotate the cam too far in either direction.
– If the exhaust cam is binding in the journals, replace the cylinder head and camshafts using parts from GMSPO stock.

 

Shook the wiring harness last night and all of a sudden its running bad all the way through. Looks like I will be chasing wires. Hope thats not my contributor to that p0017. Corrosion in the junction box will advise what I find.

 

Still chasing your tail!
DID YOU READ ABOVE?
What does the wiring harness have to do with the junction box? Re-seat all connectors from the wires you "shook".
Did you check/replace engine oil with a quality 5w30full syn 6.0quarts?
Check screens on the actuator?
Check CK for end play?
Re-torque CK Bolt?
(((Stay on track your almost to the source)))
>>>>>>LOOK HERE:::::>>READ the 7 tsb's included:::>>>HUMMER DTC P0017




Subject: Belt Noise Rough Idle and/or SES Light with DTC P0014 and/or P0017 - Inspect CMP Actuator Solenoid
And Crankshaft End Play
Models: 2004-2009 Chevrolet TrailBlazer
2004-2012 Chevrolet Colorado
2004-2011 GMC Envoy
2004-2012 GMC Canyon
2004-2009 Hummer H3
with an Inline 4, 5, or 6 Cylinder Engine
(RPO Codes L52, LK5 LL8 LLR LLV)
This PI was superseded to update Models. Please discard PIP3694E.
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 engine belt noise, rough idle, and/or SES light with DTC P0014 and/or P0017. If a rough idle is experienced, a P0106 may
also be stored.
Recommendation/Instructions
If the SI diagnosis does not isolate the cause of this concern, perform the steps below:
1. Inspect the camshaft actuator solenoid screens below:
(1) Screen for Advance Pressure to Camshaft Actuator
1(2) Screen for Pressurized Oil from Oil Pump
(3) Screen for Retard Pressure to Camshaft Actuator
If any of these screens are missing, replace the camshaft actuator solenoid, change the engine oil and filter, and re-evaluate the concern. If none of the
screens are missing, proceed to step 2 below.
2. Measure the crankshaft end play to determine if it is within the specification of 0.0044in - 0.0153in (0.112 - 0.388 mm). If the crankshaft end play is only
.001in or so above specification, it is probably not causing this concern. Typically, if excessive crankshaft end play is causing this concern, it will be
obviously out of specification by as much as .050in or more when a pry bar is used to move the crankshaft back and forth. Normally it is so obvious that
you can see the excessive movement without using a dial indicator.
• 2.1) If crankshaft end play is acceptable, replace the camshaft actuator solenoid and re-evaluate the concern.
• 2.2) If the crankshaft end play is obviously out of specification, engine replacement is suggested to prevent DTCs P0014 and/or P0017 from returning
again due to trace amounts of thrust bearing debris that may remain inside of the engine during alternate repairs, such as crankshaft and bearing
replacement. If the vehicle is under warranty contact the PQC (Product Quality Center) with the engine unit numbers and an engine replacement
estimate at 1-866-654-7654 before replacing the engine.
• 2.3) If you prefer to repair the engine instead of replace it due to special circumstances, such as an engine backorder situation, no warranty coverage left,
or the customer would prefer to have their original engine repaired, you may replace the crankshaft and bearings if the engine block is repairable and it is
more cost-effective to repair the engine.
Note: Due to the sensitivity of the CMP actuator system and the tight clearances in the Cam Actuator, the vehicle may return with DTCs P0014 and/or P0017 if
you do not get 100% of the old thrust bearing debris out of the engine when the repairs are made.
If you decide to replace the crankshaft and bearings for this concern, first remove the oil pan to inspect the engine block and determine if it has been damaged
by the crankshaft.
If engine block damage is present, replace the engine.
If no engine block damage is present, completely is assemble the engine and inspect everything that could have been damaged by the thrust bearing debris,
such as the cam bearing journals, cam lobes, cam followers, lash adjusters, timing chain and guides, oil pump, etc...
The CMP actuator solenoid and sprocket assembly should be replaced due to thrust bearing material that may be trapped inside of either component.
Before replacing the damaged/contaminated components and reassembling the engine, thoroughly clean all of the cylinder head and engine block oil galleys with
oil galley brushes and soapy water. Also, thoroughly clean all other areas of the engine that would have contacted the old oil and thrust bearing debris, such as
the inside of the cam cover, front cover, rear cover, timing chain guides, oil pan, oil galleys in the nose of the exhaust camshaft, etc..
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.

 

SOAB

 

now what... wasn't that a new head? did the seat drop out?