Please bear in mind that this reply to Post #11 IS On Topic regarding the OP's need to Remove and Replace the Harmonic Balancer and perform the R&R of the Leaking Timing Case Crankshaft Seal:
As per the TSB on this problem... the P1345 Code can also rear its ugly head if the Harmonic Balancer Pulley is NOT properly fastened in place onto the Nose of the Crankshaft by either under-tightening the HB TTY Bolt or by Re-Using an Old One . This information prompted my Cautionary Mention to stave off any issues for the OP later on.
The resulting slippage affects the Crankshaft-Camshaft Correlation and surprisingly, GM recommends a Complete Engine Replacement if the snugness cannot be achieved enough to prevent the P1345 from occurring:
The Harmonic Balancer Issue is mentioned among the possible causes for the P1345 in the last paragraph below:
#PI00156C: SES Light with a P1345 or P0016 and a Possible Rough Idle - kw 4.2 camshaft condition control DTC idle intermittent light LL* MIL performance poor repair rough solenoid - (Jan 26, 2005)
Subject: SES Light with a P1345 or P0016 and a Possible Rough Idle
Models:
The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in the PI.
Condition/Concern:
Some 2002 - 2004 models that are equipped with the 4.2L (VIN S - RPO LL8) engine may experience a SES Light due to a P0016 or P1345 DTC and a possible rough idle.
Recommendation/Instructions:
If the SI diagnostics do not isolate a cause, the following information may help:
- Control of the Cam Phaser Actuator solenoid is inhibited when a P0016 (04 Model Year) or P1345 (02 - 03 Model Year) DTC is stored.
- If this DTC started after recent internal engine repairs, inspect for proper engine mechanical timing. With the camshaft cover removed and the #1 cylinder at top dead center, make sure that the darkened chain links are lined up with the alignment marks on the exhaust and intake cam sprockets. At this point, J44221 should fit over the rear cam flats and the word Delphi (on the front of the Cam Phaser Actuator sprocket) should be parallel with the front edge of the cylinder head. Note: It may take up to 14 crankshaft revolutions before all timing alignment marks line up with each other.
- Engines built after 2/5/01 include a thin friction washer (P/N 12573950) between the dampener and the crank gear and the torque specification was increased to 110 ft-lbs plus 180 degrees to prevent crankshaft gear and alignment pin damage. If there is any history of the crank dampener bolt ever being loose, the crankshaft gear and alignment pin may be damaged, which can cause these DTCs.
- If a P0016 or P1345 is resetting without any engine performance concerns but the SI diagnostics and the above information did not isolate a cause for the DTC, replace the Cam Phaser Actuator sprocket.
#PIP3659A: SES Light After Internal Engine Repairs Due to DTC P0016 or P1345 - keywords after cam correlation crank DTC induced previous replacement seal since spring timing valve - (Jan 4, 2006)
Subject: SES Light After Internal Engine Repairs Due DTC P0016 or P1345
Models: 2004 Buick Rainier
2002-2004 Chevrolet TrailBlazer
2002-2004 GMC Envoy
2002-2004 Oldsmobile Bravada
with 4.2L Engine (VIN S - RPO LL8)
The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
Condition/Concern:
Depending on the model year, a P0016 or P1345 may be encountered after internal engine repairs that required resetting of the timing chain tensioner or removal and installation of the exhaust camshaft actuator sprocket. This may be the result of a mistimed engine or damaged exhaust camshaft actuator.
Recommendation/Instructions:
If this concern is encountered and the SI diagnostics do not isolate the cause, review the following information and inspect for a damaged exhaust camshaft actuator or mistimed engine as necessary:
- The spline style exhaust camshaft actuator used on 2004 model year and earlier 4.2L engines is designed to operate between 25 degrees of retard and 0 degrees (full advance/rest/clockwise position). There is a stop tab inside of the camshaft actuator that prevents the exhaust cam from advancing beyond the rest position under normal operating conditions. This tab can bend if the exhaust cam/actuator is forced to rotate beyond the rest position (full advance/full clockwise) during internal engine repairs. If this occurs, it may be noted that the reluctor portion of the actuator is a few degrees more advanced (clockwise) than a known good one. With the actuator sprocket in place and the #1 piston at top dead center, it may be noted that the rear cam flat of the exhaust cam is not flat when compared with the rear cam flat of the intake cam. Upon further inspection, it may also be noted that the word Delphi that is on the cam reluctor portion of the actuator is slightly rotated toward the driver side even though the intake cam flat is flat. If this is suspected to be the cause of this concern, it will be necessary to replace the exhaust camshaft actuator again, taking care not to damage it upon reassembly. As mentioned in SI, do not force the camshaft actuator to rotate clockwise upon assembly. If it does not move easily, it is already fully advanced. New camshaft actuators are already packaged in the fully advanced (clockwise) position. This type of damage should not occur on 2005 model year and newer 4.2L engines because they are equipped with a vane style exhaust camshaft actuator, which is designed differently than the spline style actuator.
- If the timing chain tensioner had to be reset, this concern could be the result of incorrect cam to crank timing. As the timing chain tensioner is released, chain slack between the crankshaft and tensioner is eliminated. As the slack is eliminated, it is very easy for the timing chain to shift one tooth at the crankshaft sprocket without being noticed by the technician. If this occurs, it is unlikely to isolate the incorrect cam to crank timing without removing the front cover. When properly timed, the timing marks should line up as shown below once every 14 crankshaft revolutions with the #1 piston at top dead center. If all 3 of these timing marks never line up at the same time, re-time the engine by following SI procedures.
Object Number: 898507
Click here for detailed picture of above image.
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.
Diagnostic Aids
Important: Scan tool control of the CMP actuator solenoid is inhibited when DTC P1345 sets.
The following conditions may cause this DTC to set:
• An improperly torqued harmonic balancer
• A misbuilt or mis-timed engine
• A loose or missing crank damper bolt
• The camphaser solenoid stuck open
• The camphaser stuck in a position other than 0 degrees
• The camphaser does not return to 0 degrees within 16 seconds exhibited is resolved without completing every step, the remaining steps do not need to be performed.