P0017 crank cam correlation code sensor 2

Hi everyone, looking for some advice on a 2016 Range Rover Evoque 2.0L petrol turbo with a persistent P0017 crank/cam correlation fault (Bank 1 Sensor 2, which I believe is exhaust cam related). I was called out to assist another workshop with diagnosis. Workshop owner advised customer originally brought the vehicle in with the engine light on and P0017 present. He stripped the timing cover and found the intake VVT phaser/sprocket damaged internally and collapsed. He replaced the timing chain, tensioner, and intake phaser, timed the engine using the correct timing tools, reassembled the vehicle, road tested it, and stated the vehicle drove fine. Vehicle was returned to the customer, however approximately an hour later the customer called back advising the engine light had returned. Workshop rechecked timing by stripping the front cover back down again and confirmed timing was spot on. He re-timed the engine again with timing tools and confirmed alignment was correct. Fault still returned. He then swapped both cam sensors from another known good vehicle. He advised the fault appeared to take longer to return, however eventually P0017 returned again. That is when I was called in. Upon arrival I confirmed P0017 crank/cam correlation fault stored. I road tested the vehicle while monitoring intake and exhaust cam desired vs actual values and VVT duty cycles. What stood out to me was the cam positions appeared mostly static and showed very little movement regardless of RPM/load. Fault appears to return mainly under load/driving conditions. At idle it does not seem to return immediately, however once driven and revved past approximately 2,000–3,000 RPM the fault returns relatively quickly. Back in the workshop I identified the exhaust oil control valve control circuit and manually grounded the control wire. As soon as I grounded it, RPM changed immediately and the engine nearly stalled. Duty cycle also changed on the multimeter. To me this suggests oil flow is present, the oil control valve is capable of operating, and the cam phaser is capable of movement. I also scoped cam and crank signals. My initial crank capture was not ideal due to timebase settings being too long, however waveform did appear stable once zoomed in further. At this stage I’m trying to determine if manually grounding the exhaust OCV and causing immediate RPM change effectively proves the OCV and oil supply are functioning. Does this also prove the exhaust phaser itself is mechanically okay and capable of movement, or is this not enough to fully rule the exhaust phaser out? At this point I am leaning toward a possible exhaust phaser issue despite the workshop owner stating the exhaust phaser appeared mechanically okay during inspection. The intake phaser definitely had visible internal damage and required replacement. Any advice on further testing or known issues on these engines would be greatly appreciated.