P0017 Crankshaft/Camshaft timing misalignment-Bank 1 sensor 2

P0017 Crankshaft/Camshaft timing misalignment-Bank 1 sensor 2 - For proper engine control and combustion stability the camshaft and crankshaft positions must be aligned and know such that fuel injection and sprak timing can be introduced at the inteded piston and intake/exhaust valve positions. During vehicle manufacturing, at end of line, or if a cam/crank relearn is performed, the system learns the differnce between the camshaft and crankshaft postion in terms of engine degrees and stores it in the EEPROM. During drive cycles, the actual cam/crank position is monitored and compared to the stored value in the EEFROM. If the PCM detect a defference that exceeds a calibrated threshold, a fault is detected. 

P0017

When monitored code P0017 with the engine running between approximately 500-6000 rpm, battery voltage above 11.0 volts, engine coolant temperature above 10°C (50°F), engine oil temperature above 10°C (50°F), after the camshaft has been commanded to lock pin long enough that lock pin should be attained (more than approximately three seconds). Set Condition this code the difference between the Bank 1 intake Camshaft position and the crankshaft postion is more than 10.0 degrees. Default actions the MIL light will illuminate. If the vehicle is equipped with the stop/start feature, the system will be disabled when this DTC P0017 code is active.

Possible Causes P0017 code

  • Incorrect engine oil viscosity or oil filter.
  • Engine oil aerated or contaminated.
  • Insufficient oil pressure due to a mechanical failure in the oiling system.
  • Erratic Cam position sensor signal.
  • Erratic Crankshaft position sensor signal.
  • Camshaft 1/1 oil control valve faulty or intermittently binding/sticking spool valve.
  • Crankshaft position sensor tone wheel/pulse ring.
  • Camshaft tone wheel misaligned.
  • Camshaft 1/1 phaser.
  • Timing sprocket alignment.
  • Camshaft position sensor 1.
  • Crankshaft position sensor.
  • Powertraint Control Module (PCM).

Diagnostic test P0017 code

Step 1. Check for an active DTC
Diagnose and repair any VVT solenoid circuit open or slow response DTC before continuing with this test.
With the scan tool, read DTC and record on the repair order. With the scan tool, record the related freeze frame data. With the scan tool, erase DTC, start the engine and allow it to idle. It may be necessery to tests drive the vehicle and allow Cam phasing to accur in order to reset the fault. With the scan tool, read DTC.

Is the DTC active or pending P0017 code ?

YES, go to step 2.
NO, perform the PCM intermittent condition.

Step 2. Engine oil/engine mechanical
The following items should be checked before continuing with this procedure. Failure to do so may lead to misdiagnosis :
  • Engine mechanical tolerances out of specification.
  • Engine oil pressure out of specification.
  • Low engine oil level.
  • Incorrect engine oil filter (does not meet OEM specifications).
  • Deteriorated or dirty oil.
  • Contaminated engine oil.
  • Incorrect engine oil viscosity.
  • Aerated engine oil.
If any the above conditions are found, repair as neccesary.

Where any of the above conditions present ?

YES, reapir the engine oiling or mechanical condition (improper oil drain back, oil sludge, damaged oil pump, pick-upctube or seal, etc). Perform the Powertrain verification test.

NO, go to step 3.

Step 3. Check the engine oil pressure and engine oil mechanical condition
Install the applicable adaptor to the oil filter cap and install an oil pressure gauge to the adaptor. If the adaptor is not available, monitor the oil pressure reading with the scan tool. Start the engine and allow to idle. Monitor the engine oil pressure reading on the gauge or scan tool.
If the oil pressure is below 14 psi or oscillating excessively, it can cause a delay in cam phaser movement sufficient enough to set a slow response DTC.

Is the oil pressure reading stable and above 14 psi ?

YES, go to step 4.
NO, repair the engine oiling or mechanical condition (improper oil drain back, oil sludge, damaged oil pump, pick-up tube or seal, etc). Perform the Powertrain verification test.

Step 4. Verify an active condition by checking the Cam phaser position
If Cam phaser or Oil Control Valve is stuck, there may also be a Crankshaft/Camshaft timing misalignment and/or Multiple cylinder misfire DTC present.
The intake Camshaft is on lock pin at idle and is phased much less frequently than exhaust Camshaft during engine operation. Therefore it may be necessary to test drive the vehicle under different load conditions to get enough phasing of the intake Camshaft to duplicate the condition and check the values.
With the scan tool, monitor and compare the intake Cam 1 ''desired'' positon value with the intake Cam 1 ''actual'' position value with the engine running at idle. After comparing the two values at idle, check and compare the values at several different engine speeds. The best way to do this is to raise the engine speed quickly and hold steady for up to 30 seconds and monitor the actual and desired values, than lower the engine speed and hold steady at a level above idle (off of lock pin) for up to 30 seconds and monitor the actual and desired values. Repeat this a few times up and down monitoring the values and then allow the engine to come back to idle and monitor the actual position to verify that the phaser is coming back to lock pin.
There are a few things to monitor for during testing. One is for phaser not coming back to lock pin at idle (this could indicate a faulty phaser or oil control that is permanently stuck off lock pin or a VVT solenoid that is electrically stuck on). A second is for the actual position lagging or moving slowly toward teh desired position (this could indicate a faulty phaser or tarnished oil control valve that is dragging). The third thing to monitor for would be the actual position lagging and than overshooting the desired position (this could indicate a faulty phaser, oil control valve or VVT solenoid that intermittently sticking or binding and then overshoot when the condition goes away).

Is the difference between the actual value and the desired value readings more than 6.0 degrees at idle or is the actual value lagging behind or overshooting the desired value ?

YES, the difference is greater than 6.0 degrees at idle, go to step 5.

YES, the actual reading is lagging or overshooting when changing the engine speed indicating a binding or sticking, go to step 6.

NO, go to step 11.

Step 5. Determine if the Cam phaser issue is electrical or mechanical
While the engine is at idle, disconnect the VVT intake solenoid 1/1 harness connector. The intake Cam 1 actual position value should change to lock pin with the solenoid disconnected. The intake Cam position should be at approximately 127.0 degrees at lock pin.

Did the intake Cam 1 actual value change to lock pin position with the solenoid unpugged ?

YES, check the VVT intake solenoid 1/1 control circuit for a short to voltage. If the circuit is not short to voltage, replace the Pwertraint Control Module (PCM). Perform the Powertrain verification test.

NO, go to step 6.

Step 6. Check the Camshaft 1/1 oil control valve operation
Turn the ignition off, remove the VVT intake solenoid 1/1. Inspect the spring loaded spool valve on the Oil Control Valve.
The spring loaded spool valve should be flush with the surface of the Oil Control Valve when at the rest.
Push and release the spring loaded spool valve againts the return spring with a small punch.

Was the spring loaded spool valve flush and able to move freely without dragging or sticking ?

YES, go to step 7.
NO, replace the Camshaft 1/1 Oil Control Valve. Perform the Powertrain verification test.

(Sory..!!!Step 8-16, see diagnose code P0018 and P0019 in this site)

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