Figure I would also mention there are no leaking fluids, she did not get the oil changed regularly like I believed she had (I couldn't do it at the time, apartment would have vehicle towed if you worked on it in parking lot)
but the filter was not very dirty and oil just looked slightly old, however I have to assume there is probably moderate sludge that the seafoam did not get out.

That is the likely cause of the problem - poor oil maintenance plays havoc with the VVT, and the codes confirm.

You could try an oil flush, clean VVT valves, and do short interval repeat oil changes.

 

Does anyone have a diagram showing where the bank 2 VVT solenoid is? I cannot find anything on it other than pictures of it outside of the engine.

 

Intake vvt solenoid should be just on the inside of the timing cover, over cylinder #2, if this 3.3 is like the 3.5, although I think 3.3 has direct injection vs the older 3.5 has port injection. Exhaust vvt solenoid is under the valve cover near there too.

Look for a vacuum leak, that would also make that bank run rich as described. Could also be that side of the intake manifold is loosened causing a leak. Look at all the vacuum connections and even the intake tube from the air filter box fora crack, using a flash light works

Just recently did the timing chain tensioner bank 1, and some of the bolts weren't very tight and 2 weeks later seemed some came loose so I went over them 1 by 1 and added purple thread locker, the low strength stuff.

OBD read keeps bringing up a fuel injector drive module / fuel injector control module

Is there a code for that? I also think direct injection has a high pressure fuel pump, you might want to check into that and see what problems are associated with that. I haven't found a wiring diagram yet, but that may also help with your trouble shooting.

 

Look for a vacuum leak, that would also make that bank run rich as described.

Wouldn't an intake vacuum leak cause a lean condition?

 

Yes, then the computer compensates for that by adding fuel.

To try to state that so it might make sense, usually it would be the upstream O2 sensor that controls the mixture and when you watch the live data for fuel trims, current (fuel and air) mixture the numbers fluctuate around 0, for example the negative -1 could be leaning the mixture and the positive +1 sends more fuel through the injector to go rich.

Now a vacuum leak is detected by the O2 sensor seeing more air and the system would try to compensate by adding fuel.

If the vacuum leak only effects bank 2, the upstream O2 sensor on bank 2 exhaust is what senses the extra air and runs all the fuel injectors on bank 2 to rich trying to compensate for all the air, hence the 2, 4, and 6 rich condition.

My apology if this isn't easy to understand, I might give a better explanation given time to think but you could probably find something on YouTube, here's an example, Understanding Fuel Trim by doing a search for 'fuel trim'.

 

Yes, then the computer compensates for that by adding fuel.

That's correct, the ECU will use the upstream O2 sensor and balance the Air/Fuel, but not to the extent that it makes it rich.

In the event of an intake manifold leak it would result in a lean condition and generate error code P0171.

P0171 OBD-II Trouble Code: System Too Lean (Bank 1)

P0171 code definition System Too Lean (Bank 1) What the P0171 code means The P0171 code means that, on the first bank of the engine, the fuel system is running weak or a vacuum leak exists near this side of the engine.

www.autoblog.com

Causes of the P0171 code may include:

• A faulty fuel pressure regulator
• A weak fuel pump
• A clogged fuel filter
• A faulty powertrain control module
• A vacuum leak
• Faulty injector(s)
• Faulty oxygen sensor(s)
• A faulty mass air flow sensor

 

The VVT error code indicates that the camshafts on that bank are not correctly positioned and that would result in poor incomplete combustion which the O2 sensor sees as a rich mixture.

Further diagnostics is needed, not guesswork.

 

The programmers have a defined sequence prior to setting a DTC. As an example setting code X requires code Y not present. A lean condition (trims off greater than 20%) is a critical failure and would cancel other errors caused by it. The computer monitors the crankshaft sensor duration between the 360 teeth (reluctor wheel). It also knows what cylinder plug is firing (power stroke). If the crankshaft sensor senses a sudden slow down of RPM between teeth it knows what cylinder power stroke caused the slowdown. It it sees multiple or confusing readings then a P0300 (unknown) DTC is logged. A good tool is reading the misfire history on a scanner as it can pinpoint the worst cylinder dynamically when running.
I have noticed the Sorento misfire codes are not very accurate and sometimes misleading, Common sense would say since all failures are in bank 2 the crankshaft sensor s/b ok, but since your car went into safe mode, that is usually caused by the crankshaft, not a misfire. These are not easy to isolate and sometimes require some sophisticated shop tools. Lots of things can cause a misfire code, from ignition/plug , fueling, cam positioning (VVT) mechanical failures. I would not venture to guess at this point

 

This has been happening to me for a while and finally got a CEL with P0024 - "B Camshaft Position Timing, Over-Advanced or System Performance Bank 2". Before I could get it to the dealer, the CEL went away. When they scanned the car, they saw a few misfire codes as well. Of course, they were all nonchalant about it and told me it was due to low oil (oil was not low). The CEL has not been back since, but I suspect there are soft codes for misfiring again. I'm thinking the VVT solenoid has a dirty screen or is failing.