P0017 on 2013-2016 Buick Verano: Crank/Cam Correlation Causes & Fixes

What's Unique About the 2013-2016 Buick VERANO

The Buick Verano from this era primarily uses the 2.4L Ecotec engine, which is known across many GM models for issues related to its timing chain. These chains can stretch prematurely, causing correlation codes like P0017. This issue is often accelerated by another common problem with this engine: excessive oil consumption, as detailed in GM Technical Service Bulletin #13-06-01-003J. When oil levels run low, it starves the timing components of necessary lubrication and pressure. Dirty or sludgy oil can clog the screens on the VVT solenoids and passages in the cam phasers, impeding their ability to adjust timing correctly and triggering the code.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Symptoms You May Notice

• Check Engine Light is on
• Rough or uneven idle
• Engine rattling noise, especially on a cold start, often described as coming from the passenger side of the engine
• Difficulty starting the engine or extended cranking
• Loss of power and poor acceleration
• Engine stalling at low speeds or when coming to a stop
• Engine cranks but does not start

Most Likely Causes

1. Stretched Timing Chain 🔴 High Probability The 2.4L Ecotec engine has a well-documented history of premature timing chain stretching, often due to oil starvation from high oil consumption. Broken plastic timing chain guides are also common, and fragments can clog oil passages and the VVT solenoid screens.
   How to confirm: A physical inspection is required. This involves removing the valve cover or timing cover to check for slack in the chain. A professional mechanic can use an oscilloscope to compare crankshaft and camshaft sensor waveforms for a definitive diagnosis without major disassembly. A rattling noise on startup is a strong indicator.
   Typical fix: Replacement of the timing chain, tensioners, guides, and often the camshaft phasers (actuators) as a complete kit. This is a labor-intensive job. 🎬 Watch: A detailed walkthrough of the Ecotec timing chain replacement.
   Est. part cost: $150-$400 for a full kit
2. Low or Dirty Engine Oil 🔴 High Probability The Variable Valve Timing (VVT) system is operated by oil pressure. The 2.4L Ecotec is subject to a Special Coverage and multiple TSBs (e.g., 13-06-01-003J) for excessive oil consumption, which can cause the oil level to drop dangerously low between changes. This starves the VVT system and timing tensioner, causing this code.
   How to confirm: Check the oil level on the dipstick and inspect its condition. Per TSB 13-06-01-003E, the engine may show no oil on the dipstick if it is low by 1.25 quarts or more. If the oil is low or looks like dark sludge, this is a likely contributor.
   Typical fix: Perform an oil and filter change using the manufacturer-specified oil (dexos1). Some mechanics recommend an engine flush to clean out sludge. Clear the code and see if it returns. The long-term fix for oil consumption may require piston and ring replacement.
   Est. part cost: $40-$80
3. Failed Exhaust Camshaft Position Actuator Solenoid (VVT Solenoid) 🟡 Medium Probability These solenoids can get clogged with sludge from dirty oil or plastic debris from failing chain guides, or they can fail electrically. They are a common failure point and a relatively easy and inexpensive part to replace, making them a good first step in diagnosis after checking the oil.
   How to confirm: Use a scan tool to command the solenoid on and off while monitoring engine performance. A simpler method is to swap the exhaust solenoid (rear, black connector) with the intake solenoid (front, gray connector). If the code changes to P0016 (Intake Correlation), the solenoid is bad. Resistance should be between 8-12 ohms.
   Typical fix: Replace the exhaust VVT solenoid. It is often recommended to replace both intake and exhaust solenoids at the same time. 🎬 Watch: Step-by-step guide to replacing your VVT solenoids. Many owners report success with this repair.
   Est. part cost: $40-$80
4. Failed Timing Chain Tensioner 🟡 Medium Probability The tensioner is hydraulic and relies on clean oil and proper pressure. If it fails or gets weak due to oiling issues, the chain can become slack, leading to incorrect timing correlation. This is often a precursor to full chain failure.
   How to confirm: This is typically diagnosed during a physical inspection of the timing system. A rattling noise is a key symptom.
   Typical fix: Replace the tensioner. However, if the tensioner has failed, the chain and guides have likely experienced excessive wear and should be replaced as a full kit for a durable repair.
   Est. part cost: $50-$100 for the tensioner only

Rare But Worth Checking

• Spun Camshaft Reluctor Ring: The TSB #PIP4548F specifically calls this out. The reluctor ring, which the camshaft sensor reads, is press-fit and can spin on the camshaft, especially after an overheat event. This will cause a correlation code even if the mechanical timing is perfect. The fix is to replace the entire camshaft, though some DIYers have attempted to tack weld it back in place.
• Faulty Camshaft or Crankshaft Position Sensor: While possible, the sensors themselves are less likely to fail than the mechanical timing components or VVT solenoids. They should only be replaced after other causes have been ruled out. The code indicates the sensors are correctly reporting a correlation problem.
• Failed Camshaft Phaser (Actuator): The phaser is the gear on the end of the camshaft that can change its angle relative to the chain. It is hydraulically controlled by the VVT solenoid. It can get clogged with sludge or fail internally, getting stuck in one position. It is typically replaced as part of a full timing chain job.

Diagnosis Steps

1. Check the engine oil level and condition. Top off or change the oil if necessary, using full synthetic dexos1 specification oil. Clear the codes and test drive to see if P0017 returns.
2. Use an OBD-II scanner to check for any other pending or active trouble codes, especially P0016, P0013, or P0014.
3. Access the VVT solenoids on top of the engine. The exhaust solenoid is at the rear (firewall side) with a black connector; the intake is at the front with a gray connector.
4. Swap the exhaust solenoid with the intake solenoid. Clear the codes and drive the vehicle. If the code changes to P0016 (Intake Camshaft Correlation), the solenoid you moved is faulty and must be replaced.
5. If the code remains P0017, you can test the solenoid's resistance with a multimeter. It should be between 8 and 12 ohms.
6. Listen for a rattling noise from the engine's passenger side, especially during a cold start. This is a classic sign of a loose timing chain.
7. For advanced diagnosis, use an oscilloscope to compare the signal patterns from the crankshaft position sensor and the exhaust camshaft position sensor. A deviation confirms a timing issue.
8. The final diagnostic step is a physical inspection of the timing chain, guides, and tensioner, which requires removing the valve cover and/or timing cover. This is best left to a professional or experienced DIYer.
9. If the timing chain is confirmed to be properly aligned and tensioned, refer to TSB #PIP4548F and inspect the camshaft reluctor ring for movement, which would require camshaft replacement.

Parts You'll Likely Need

• Timing Chain Kit — This is the most common root cause of P0017 on the 2.4L Ecotec engine. A kit ensures all wearable components (chain, guides, tensioner, sprockets) are replaced at once.
  Trusted brands: ACDelco

Related Codes That Often Appear With This One

• P0016 — This is the correlation code for the intake camshaft. If both P0016 and P0017 appear together, it strongly suggests a base timing issue, like a stretched timing chain affecting both camshafts.
• P0014 — This code relates to 'Exhaust Camshaft Position Timing - Over-Advanced'. It often points directly to a problem with the exhaust VVT solenoid or phaser, which can also lead to the P0017 correlation fault.
• P0011 — This is the 'Intake Camshaft Position Timing - Over-Advanced' code. Seeing it with P0017 could indicate a widespread VVT system problem due to oil pressure or sludge.

Technical Service Bulletins (TSBs) & Recalls

• PIP4548F: Advises inspection of the camshaft reluctor ring if P0016/P0017 codes are present on a properly timed engine, as the ring can spin on the camshaft.
• 13-06-01-003J: Details the procedure for diagnosing and repairing excessive oil consumption, which is a root cause of timing issues. The fix involves installing new pistons and rings.
• 14882: A special coverage for a plugged PCV orifice in the intake manifold, which can result from high oil consumption and lead to oil leaks and other engine problems.

Platform-Specific Known Issues

• The 2.4L Ecotec engine is known for high oil consumption due to piston ring design, which can starve the timing components of lubrication and accelerate wear. GM addressed this with TSB #13-06-01-003J and a special coverage program.
• The PCV orifice in the intake manifold can become clogged, especially on engines with high oil consumption, leading to increased crankcase pressure and oil leaks. TSB #14882 addresses this.

Mechanic-Grade Diagnostic Values

• Camshaft Position Actuator Solenoid (VVT Solenoid) Resistance — expected: 8 to 13 Ohms. Failure: A reading outside this range, or a reading that fluctuates wildly when wiggling the connector pins, indicates a faulty solenoid.
• Scan Tool Live Data: Desired vs. Actual Camshaft Position — expected: The 'Actual' position should closely match the 'Desired' position at a steady RPM.. Failure: A significant and consistent deviation between the desired and actual values (e.g., a 10-degree difference at idle) points to a problem with the VVT system (solenoid, phaser) or base timing.

Scan Tool Commands That Help

• GDS2 / Professional Scan Tool: Camshaft Position Actuator Control — This bidirectional command allows a technician to manually command the VVT solenoid on and off while monitoring the 'Desired' vs 'Actual' camshaft position PIDs. If the actual position fails to change or responds slowly when commanded, it points to a faulty solenoid, clogged oil passage, or a bad phaser.

Wiring & Ground Locations

• G103 — Located at the rear of the left-hand (driver's side) of the cylinder head. On some similar GM vehicles, it may be on the cowl above the brake booster.. This is a primary ground point for the Engine Control Module (ECM). A poor or corroded connection at G103 can cause a wide range of erratic sensor readings and phantom trouble codes, including correlation codes like P0017, because it can disrupt the reference voltage for the sensors.
• VVT Solenoid Connectors — On top of the engine's valve cover. The intake solenoid is at the front (radiator side) with a gray connector. The exhaust solenoid is at the rear (firewall side) with a black connector.. Correctly identifying these connectors is crucial for diagnosis, especially when swapping them to test for a faulty solenoid. Swapping the intake and exhaust solenoids is a primary diagnostic step; if the code changes from P0017 (Exhaust) to P0016 (Intake), the solenoid is confirmed to be the fault.

Real Owner Repair Stories

• YouTube user 'IRV' (GM vehicle with 2.4L Ecotec engine, 160,000 miles) — Persistent P0017 code (Crankshaft to exhaust cam not plausible) immediately after a complete timing chain and balance chain replacement.
  ❌ Tried (didn't work) Replacing the entire timing set (Cloyes kit with new solenoids)., Disassembling and re-checking timing marks three separate times., Replacing the exhaust camshaft position sensor., Verifying all wiring with AllData.
  ✅ What actually fixed it The reluctor ring (tone wheel) on the end of the exhaust camshaft had spun from its original press-fit position. The mechanic carefully rotated the ring back to an estimated correct position (from 12:00 to about 1:30) and the code was resolved. The root cause was the ring moving independently of the camshaft, creating a valid correlation error signal from the sensor even with perfect mechanical timing.
• Chevy HHR Network forum (2011 Chevrolet HHR with 2.4L Ecotec) — P0016 and P0017 appeared. After a timing chain replacement, only P0017 remained.
  ❌ Tried (didn't work) Replacing the timing chain., Replacing the crankshaft position sensor., Replacing both VVT solenoids (intake and exhaust).
  ✅ What actually fixed it The user reported that after chasing all other components, the final fix was to remove both the timing chain and the balance shaft chain and meticulously reset the timing for both systems. This implies a subtle error in the initial timing chain installation, possibly related to the balance shaft chain alignment affecting the crankshaft's position relative to the cams, was the root cause.

OEM Part Supersession History

• 12655421 → 12679100 — Part revision/update by GM for the exhaust VVT solenoid.
  Heads up: The new part number is a direct replacement for the old one. It is highly recommended to use genuine ACDelco or GM parts, as some owners report aftermarket solenoids failing prematurely.
• 12655420 → 12679099 — Part revision/update by GM for the intake VVT solenoid.
  Heads up: Direct replacement. It is common practice to replace both intake and exhaust solenoids at the same time, even if only one is setting a code.

Model Year Variations Within This Range

• 2013-2016: The 2.4L Ecotec engine used in the Buick Verano during this period is primarily the LEA or LUK variant. Both are Gen II Ecotec direct-injection engines and share the same fundamental design and common failure points for code P0017, such as timing chain stretch and VVT solenoid issues. There are no significant year-to-year variations within this range that would alter the diagnostic approach for this specific code.