If your OBD-II scanner displays P0013, your vehicle’s Engine Control Module (ECM) or Powertrain Control Module (PCM) has detected an electrical fault in the “B” camshaft position actuator circuit on Bank 1.

On most dual-overhead-cam engines, the “B” camshaft is the exhaust camshaft, while Bank 1 is the side of the engine containing cylinder number one. The actuator is part of the variable valve timing system, which adjusts camshaft timing to improve engine power, fuel economy, idle quality and emissions.

P0013 is commonly caused by:

A failed exhaust VVT solenoid
Damaged actuator wiring
A loose or corroded connector
An open circuit
A short to ground
A short to battery voltage
Oil contamination inside the solenoid
A faulty ECM or PCM driver

Although dirty oil can cause the actuator to stick mechanically, P0013 primarily identifies an electrical circuit problem. This distinguishes it from P0014 and P0015, which describe camshaft timing that is physically too advanced or too retarded.

The vehicle may continue to run with the variable valve timing system disabled, but performance, fuel economy and emissions can suffer. Prompt diagnosis can also prevent an intermittent wiring fault from becoming a complete circuit failure.

Looking for more diagnostic resources? Browse our complete OBD-II libraries:

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P0013 Quick Facts

Item	Information
OBD-II code	P0013
Official description	“B” Camshaft Position Actuator Circuit Bank 1
Category	Powertrain
System	Variable valve timing
Code type	Generic SAE powertrain code
Severity	Moderate
Safe to drive?	Usually for a short distance if the engine runs normally
Most common causes	Failed VVT solenoid, damaged wiring, connector corrosion
Typical repair cost	$100–$1,500

What Does the P0013 Code Mean?

P0013 means “‘B’ Camshaft Position Actuator Circuit Bank 1.”

The ECM controls the Bank 1 exhaust camshaft actuator through an electrically operated solenoid. This component may also be called:

A VVT solenoid
An oil control valve
An exhaust camshaft actuator solenoid
A camshaft timing control valve
A camshaft oil control solenoid

The solenoid controls pressurized engine oil flowing into the camshaft phaser. The phaser then advances or retards the exhaust camshaft relative to the crankshaft.

The ECM monitors the actuator circuit for:

Proper voltage
Expected current flow
Circuit continuity
Shorts to ground
Shorts to voltage
Solenoid response

If the ECM detects that the circuit is open, shorted or otherwise operating outside its expected electrical range, it stores P0013 and illuminates the Check Engine Light.

P0013 is closely related to:

P0010: “A” Camshaft Position Actuator Circuit Bank 1
P0011: “A” Camshaft Position Timing Over-Advanced Bank 1
P0012: “A” Camshaft Position Timing Over-Retarded Bank 1
P0014: “B” Camshaft Position Timing Over-Advanced Bank 1
P0015: “B” Camshaft Position Timing Over-Retarded Bank 1
P0023: “B” Camshaft Position Actuator Circuit Bank 2

P0013 generally points toward the actuator’s electrical circuit rather than the mechanical timing system itself.

What Does Camshaft “B” Mean?

On most dual-overhead-cam engines:

Camshaft A refers to the intake camshaft.
Camshaft B refers to the exhaust camshaft.

The exhaust camshaft controls when the exhaust valves open and close.

However, manufacturer terminology can vary. Always confirm the correct actuator using a vehicle-specific wiring diagram or repair manual before testing or replacing parts.

Do not identify the “B” solenoid based only on its location on the cylinder head. Intake and exhaust actuator positions vary between engines.

What Is Bank 1?

Bank 1 is the side of the engine containing cylinder number one.

On an inline four-cylinder or inline six-cylinder engine, the entire engine is Bank 1 because there is only one cylinder bank.

On V6, V8, V10 and horizontally opposed engines, Bank 1 may be located on either the driver or passenger side.

Never assume Bank 1 based on vehicle orientation alone. Confirm it using:

Manufacturer service information
A cylinder numbering diagram
A firing-order diagram
Underhood identification labels
A professional repair database

How the Exhaust Camshaft Actuator Works

The exhaust camshaft actuator is part of the variable valve timing system.

A typical system includes:

The ECM or PCM
An exhaust VVT solenoid
A camshaft phaser
Pressurized engine oil
An exhaust camshaft position sensor
A crankshaft position sensor
Internal oil passages
The timing chain or belt

The ECM commands the solenoid using an electrical signal, often pulse-width modulated. The solenoid then directs oil pressure into one side of the camshaft phaser.

This allows the exhaust camshaft to be advanced or retarded during different operating conditions.

Adjusting exhaust timing can improve:

Engine torque
High-RPM performance
Fuel economy
Idle stability
Catalytic converter warm-up
Exhaust emissions
Internal exhaust gas recirculation

If the actuator circuit fails, the camshaft may remain in its default position and variable valve timing may be disabled.

Symptoms of the P0013 Code

The symptoms of P0013 depend on whether the circuit failure is constant, intermittent or accompanied by a stuck actuator.

Common symptoms include:

Illuminated Check Engine Light
Rough idle
Reduced engine power
Poor acceleration
Engine hesitation
Poor fuel economy
Hard starting
Extended cranking
Engine stalling
Increased exhaust emissions
Uneven engine operation
Engine misfires
Limp mode
Failed emissions inspection
Rattling during startup

Some vehicles may display only the Check Engine Light.

When the ECM disables exhaust variable valve timing, the engine can often continue operating using a fixed camshaft position. The driver may notice only a mild reduction in performance or efficiency.

Common Causes of P0013

1. Failed Exhaust VVT Solenoid

A failed exhaust camshaft actuator solenoid is one of the most common causes of P0013.

The solenoid may fail because of:

Open internal windings
Shorted windings
Excessive electrical resistance
Heat damage
Internal corrosion
Sludge contamination
Metal debris
Mechanical sticking

A failed internal coil can prevent the solenoid from responding at all.

A solenoid may also pass a resistance test while remaining mechanically stuck, so electrical testing should be combined with functional testing.

2. Damaged Wiring Harness

The actuator wiring may be damaged by:

Engine heat
Exhaust heat
Vibration
Sharp brackets
Oil contamination
Rodents
Previous repairs
Improper routing

Common damage points include areas near:

The valve cover
Exhaust manifold
Timing cover
Engine mount
Cylinder head
Wiring retainers

Inspect the entire circuit rather than only the visible wiring near the solenoid.

3. Loose or Corroded Connector

A poor electrical connection at the actuator can cause intermittent or constant P0013 faults.

Inspect for:

Bent terminals
Green corrosion
Loose terminal fit
Broken connector locks
Oil inside the connector
Water intrusion
Burned pins
Terminals pushed backward

A connector may appear attached while failing to make reliable terminal contact.

4. Open Circuit

An open circuit prevents current from flowing through the exhaust actuator solenoid.

Possible causes include:

Broken wire
Disconnected connector
Failed solenoid winding
Damaged terminal
Corroded splice
Failed power feed
Open ECM driver circuit

The code may return immediately after startup if the circuit is completely open.

5. Short to Ground

A damaged control wire may contact the engine, cylinder head or chassis ground.

This can happen because of:

Chafed insulation
A pinched wiring harness
Melted wiring
Improper repairs
Loose brackets
Collision damage

The ECM may shut down the circuit to protect its internal driver.

6. Short to Voltage

The actuator control wire may contact a powered circuit.

Possible causes include:

Melted harness sections
Incorrect aftermarket wiring
Improper connector repairs
Damaged fuse-box wiring
Collision repairs
Pinched harnesses

A short to voltage may create abnormal circuit readings and can potentially damage the ECM.

7. Damaged Power Supply Circuit

Some actuator solenoids receive ignition voltage through a shared fuse, relay or splice.

A failed supply circuit may be caused by:

Blown fuse
Loose fuse terminal
Failed relay
Corroded splice
Broken power wire
Excessive voltage drop

When several VVT solenoid codes appear together, inspect shared power and ground circuits.

8. Dirty Engine Oil

Although P0013 is primarily electrical, contaminated oil can cause the actuator solenoid to stick mechanically.

Dirty oil may contain:

Sludge
Carbon
Varnish
Metal particles
Timing-guide debris
Excessive sealant

A sticking solenoid may draw abnormal current or fail to produce the camshaft response expected by the ECM.

9. Incorrect Engine-Oil Viscosity

The VVT system relies on engine oil with the correct viscosity.

Oil that is too thick may flow slowly, especially during cold starts. Oil that is too thin may not provide sufficient hydraulic control in a worn engine.

Incorrect oil is more likely to cause camshaft timing-performance codes, but it can contribute to actuator operation problems.

10. Clogged VVT Solenoid Screen

Some actuator solenoids have fine mesh screens that protect the internal control valve.

These screens may become restricted by:

Sludge
Carbon
Metal debris
Gasket material
Silicone sealant
Broken timing-guide particles

A clogged screen may cause P0013 along with P0014 or P0015.

11. Low Engine Oil Level

Low engine oil can reduce oil pressure and affect actuator operation.

Possible symptoms include:

Delayed camshaft movement
Startup rattle
Poor performance
Phaser noise
Additional timing codes

Checking the oil level should be one of the first diagnostic steps.

12. Faulty Camshaft Phaser

The camshaft phaser mechanically adjusts exhaust camshaft timing.

A worn or stuck phaser may:

Remain in one position
Respond slowly
Rattle during startup
Fail to hold commanded timing
Leak oil internally
Develop excessive play

A phaser problem does not usually create an actuator circuit code by itself, but it may appear alongside P0013.

13. Faulty ECM or PCM

The ECM contains an internal driver that controls the actuator solenoid.

The driver may fail because of:

A previous short circuit
Water intrusion
Excessive system voltage
Internal corrosion
Circuit-board damage
Incorrect jump-starting

ECM failure is uncommon and should only be considered after the external circuit and solenoid have been tested thoroughly.

How Serious Is the P0013 Code?

P0013 is usually considered moderately serious.

The engine may continue running with the exhaust variable valve timing system disabled. However, ignoring the code may lead to:

Poor fuel economy
Reduced engine performance
Rough idle
Increased emissions
Engine hesitation
Failed emissions inspection
Catalytic converter stress
Intermittent stalling
Additional VVT-related faults

The code becomes more urgent when accompanied by:

Loud timing-chain noise
Low-oil-pressure warning
Severe misfires
Engine stalling
Flashing Check Engine Light
Multiple camshaft correlation codes
A no-start condition

Can You Drive With P0013?

A short drive may be possible if:

The engine runs normally.
The Check Engine Light remains steady.
No loud timing noise is present.
Oil pressure is normal.
The vehicle does not stall.
Power loss is minor.

Continued driving is not recommended until the circuit is diagnosed.

Stop driving if:

The Check Engine Light flashes.
The engine misfires severely.
The oil-pressure warning appears.
The engine stalls repeatedly.
Loud rattling or knocking develops.
The vehicle loses significant power.
The engine will not restart.

A damaged wire can worsen with engine movement and heat, turning an intermittent fault into a complete actuator failure.

How to Diagnose P0013

Step 1: Scan for Additional Codes

Connect an OBD-II scanner and check for related codes.

Common companion codes include:

P0010
P0011
P0012
P0014
P0015
P0016
P0017
P0023
Misfire codes
Oil-pressure codes
Battery-voltage codes

Record:

Freeze-frame data
Engine speed
Engine load
Battery voltage
Coolant temperature
Oil temperature
Commanded camshaft angle
Actual camshaft angle

Do not immediately clear the codes.

Step 2: Check the Engine Oil

Inspect:

Oil level
Oil condition
Oil viscosity
Sludge
Metal particles
Fuel contamination
Coolant contamination

Correct a low oil level and replace dirty or incorrect oil.

An oil change may improve a sticking actuator, but it will not repair an open wire or failed solenoid coil.

Step 3: Identify the Correct Actuator

Use vehicle-specific service information to identify:

Bank 1
Camshaft B
The exhaust VVT solenoid
Connector pin locations
Wire colors
Power feed
ECM control circuit

Do not confuse the exhaust actuator with the intake actuator.

Step 4: Perform a Visual Inspection

Inspect the solenoid and wiring harness for:

Loose connector
Broken wires
Melted insulation
Corrosion
Oil contamination
Bent terminals
Rodent damage
Harness abrasion
Previous repairs
Contact with the exhaust manifold

Move the harness gently while inspecting for hidden breaks.

Step 5: Inspect the Connector

Disconnect the actuator connector and inspect both halves.

Check for:

Bent pins
Spread terminals
Corrosion
Burned plastic
Moisture
Oil saturation
Loose terminal retention
Damaged seals

Use proper terminal-testing tools. Oversized meter probes can damage the connector.

Step 6: Test Solenoid Resistance

With the ignition off and connector disconnected:

Set a digital multimeter to resistance.
Measure across the solenoid terminals.
Compare the reading with factory specifications.

Possible results include:

Infinite resistance: Open solenoid winding
Very low resistance: Internally shorted solenoid
Correct resistance: Additional testing required

Resistance specifications vary widely, so do not rely on a generic value.

Step 7: Check the Power Supply

Turn the ignition on and test the actuator’s power-feed terminal according to the wiring diagram.

Depending on the vehicle, the solenoid may receive:

Ignition voltage
Battery voltage through a relay
A PCM-controlled supply
A pulsed signal

If power is missing, inspect:

Fuses
Relays
Shared splices
Power wiring
Connector terminals

When several solenoids lose power at once, look for a shared supply problem.

Step 8: Test the ECM Control Circuit

Identify the actuator’s ECM-controlled wire.

Test for:

Continuity
Excessive resistance
Short to ground
Short to voltage
Poor terminal contact

Disconnect the ECM and actuator as required before performing resistance tests.

Never perform an ohms test on a live circuit.

Step 9: Perform a Voltage-Drop Test

A wire may show continuity while still having excessive resistance under load.

Voltage-drop testing can reveal:

Corroded terminals
Weak splices
Partially broken conductors
Loose pins
Poor power connections

Test the circuit while the solenoid is being commanded whenever possible.

Step 10: Command the Actuator With a Scan Tool

A bidirectional scan tool may allow the technician to command the Bank 1 exhaust actuator on and off.

Observe:

Solenoid duty cycle
Current draw
Camshaft angle
Idle quality
Whether the solenoid clicks
Whether the code resets

If the ECM commands the circuit but no current flows, suspect:

An open circuit
A failed solenoid
A damaged connector

If electrical operation appears normal but the camshaft does not move, suspect:

Restricted oil passages
A sticking solenoid
Low oil pressure
A failed camshaft phaser

Step 11: Test Solenoid Current

A current clamp or appropriate meter can help determine whether the solenoid is drawing the expected current.

Possible findings include:

No current: Open circuit or failed coil
Excessive current: Shorted coil or wiring
Unstable current: Intermittent connector or wiring
Normal current but no camshaft movement: Hydraulic or mechanical problem

Compare readings with manufacturer specifications.

Step 12: Remove and Inspect the Solenoid

Remove the actuator solenoid according to manufacturer instructions.

Inspect for:

Sludge
Metal debris
Clogged screens
Broken O-rings
Varnish
Sticking valve movement
Physical damage

Heavy metal contamination may indicate wear in the timing chain, camshaft phaser or engine.

Some solenoids can be cleaned, but replacement is usually preferable when the internal valve sticks repeatedly.

Step 13: Compare With an Identical Solenoid

Some engines use identical intake and exhaust solenoids or identical actuators on both banks.

When the manufacturer permits it, swapping identical solenoids can help identify whether the fault follows the component.

Only perform this test when:

Part numbers match.
Connector designs are identical.
The service procedure permits swapping.
The solenoids are installed in equivalent circuits.

If the code follows the solenoid, the solenoid is likely defective.

Step 14: Check Camshaft Response

Monitor commanded and actual exhaust camshaft position.

If the circuit functions but the camshaft does not respond, investigate:

Engine oil pressure
Restricted oil passages
Camshaft phaser operation
Mechanical timing
Timing-chain condition

P0014 or P0015 may also be present when the camshaft timing is physically incorrect.

Step 15: Test the ECM Driver

Only suspect the ECM after confirming:

Proper actuator resistance
Correct power supply
Good wiring continuity
No short to voltage
No short to ground
Secure connector terminals
Good ECM power and grounds

A professional technician may use:

An oscilloscope
A low-current probe
A test load
A bidirectional scan tool

to verify ECM driver operation.

Do not connect high-current test equipment directly to sensitive ECM circuits.

Step 16: Verify the Repair

After completing repairs:

Reconnect all components.
Clear stored codes.
Start the engine.
Monitor actuator command and camshaft position.
Allow the engine to reach operating temperature.
Complete the manufacturer’s drive cycle.
Rescan for pending codes.
Restart the engine several times.

Intermittent harness faults may require multiple heat cycles before the repair can be confirmed.

Common P0013 Repairs and Costs

Repair	Estimated cost
Diagnostic inspection	$100–$250
Engine oil and filter change	$60–$180
Repair actuator wiring	$100–$500
Replace actuator connector	$75–$300
Replace exhaust VVT solenoid	$150–$500
Clean VVT solenoid or oil passage	$100–$400
Replace camshaft position sensor	$150–$450
Replace camshaft phaser	$600–$1,800
Repair timing-chain system	$1,200–$4,000
ECM software update	$100–$300
Replace and program ECM	$1,000–$2,500+

The actual cost depends on component accessibility and engine design.

Some VVT solenoids are mounted on the outside of the cylinder head and take only a few minutes to replace. Others require removal of intake components, valve covers or engine accessories.

Common Diagnostic Mistakes

Replacing the Camshaft Position Sensor

P0013 refers to the camshaft actuator circuit, not the camshaft position sensor circuit.

The sensor may be operating correctly.

Replacing the Solenoid Without Testing the Wiring

A broken wire, poor connector or failed power supply can create the same code as a defective solenoid.

Test the circuit before buying parts.

Confusing P0013 With P0014

P0013 indicates an electrical circuit fault.

P0014 means the Bank 1 exhaust camshaft timing is more advanced than commanded.

The codes may appear together, but they describe different conditions.

Confusing P0013 With P0015

P0013 refers to the actuator’s electrical circuit.

P0015 indicates that the exhaust camshaft timing is too retarded.

Testing Only Solenoid Resistance

A solenoid can have acceptable resistance while sticking internally.

Functional testing and camshaft response should also be checked.

Ignoring Engine Oil Condition

Contaminated oil can jam the solenoid or restrict oil flow.

Electrical faults should still be tested, but oil condition matters.

Confusing Bank 1 and Bank 2

Bank 1 is determined by cylinder number one.

Do not assume it is always on the same side of every engine.

Confusing Intake and Exhaust Solenoids

Camshaft B is usually the exhaust camshaft.

Verify the exact component before testing or replacement.

Using a High-Current Test Light

A traditional incandescent test light may draw enough current to damage sensitive ECM circuits.

Use a digital multimeter, LED test light or manufacturer-approved diagnostic tool.

Replacing the ECM Too Early

ECM failure is rare compared with:

Solenoid failure
Wiring damage
Connector corrosion
Failed fuses
Poor power supplies

Verify the external circuit first.

Vehicles Commonly Affected by P0013

P0013 can appear on many OBD-II vehicles equipped with variable valve timing.

Potentially affected manufacturers include:

Chevrolet
GMC
Buick
Cadillac
Ford
Lincoln
Chrysler
Dodge
Jeep
Toyota
Lexus
Honda
Acura
Nissan
Infiniti
Hyundai
Kia
BMW
Mini
Mercedes-Benz
Volkswagen
Audi
Mazda
Subaru
Volvo

P0013 is more likely on engines using:

Dual-overhead camshafts
Separate intake and exhaust VVT solenoids
Oil-controlled camshaft phasers
Electrically controlled oil-control valves
Small actuator oil passages

The code does not automatically prove that a specific model has a known design defect.

Always diagnose the exact year, make, model and engine.

How to Prevent P0013

Helpful preventive steps include:

Check engine oil regularly.
Use the manufacturer-specified oil viscosity.
Change the oil and filter on schedule.
Use a quality oil filter.
Repair oil leaks promptly.
Keep engine connectors clean and dry.
Secure loose wiring harnesses.
Protect wiring from exhaust heat.
Repair damaged insulation immediately.
Avoid low-quality electrical splices.
Investigate intermittent warning lights.
Avoid excessive gasket sealant near oil passages.
Address startup rattling promptly.
Disconnect the battery correctly during major repairs.

Clean oil helps prevent the solenoid from sticking, while proper wiring maintenance helps protect the actuator and ECM circuits.

Frequently Asked Questions About P0013

What does code P0013 mean?

P0013 means the ECM has detected an electrical fault in the Bank 1 “B” camshaft position actuator circuit.

Is Camshaft B the exhaust camshaft?

On most engines, yes.

Camshaft B usually refers to the exhaust camshaft, but the designation should be confirmed using manufacturer service information.

Which side is Bank 1?

Bank 1 is the side of the engine containing cylinder number one.

On an inline engine, the entire engine is Bank 1.

Is P0013 an electrical code?

Yes. P0013 primarily indicates an electrical problem in the exhaust camshaft actuator circuit.

Possible electrical faults include:

Open wiring
Short to ground
Short to voltage
Failed solenoid coil
Connector damage
ECM driver failure

What is the difference between P0013 and P0014?

P0013 is an electrical actuator-circuit fault.

P0014 means the Bank 1 exhaust camshaft timing is more advanced than commanded.

What is the difference between P0013 and P0015?

P0013 identifies an electrical circuit problem.

P0015 indicates that the Bank 1 exhaust camshaft timing is too retarded.

Can dirty oil cause P0013?

Yes. Dirty oil can cause the actuator solenoid to stick or clog its internal screen.

However, the electrical circuit should still be tested.

Can low engine oil cause P0013?

Low oil can affect actuator and camshaft phaser operation, although it is more commonly associated with timing-performance codes.

Can a bad VVT solenoid cause P0013?

Yes. A failed exhaust VVT solenoid is one of the most common causes.

Can damaged wiring cause P0013?

Yes. Broken, melted, corroded or shorted wiring can trigger the code.

Can a bad camshaft sensor cause P0013?

It is possible but less likely.

P0013 specifically identifies the actuator circuit, while camshaft position sensor failures normally produce different codes.

Can I drive with P0013?

The vehicle may be drivable for a short distance if the engine runs normally and makes no unusual noise.

The problem should still be diagnosed promptly.

Can P0013 cause rough idle?

Yes. If the actuator cannot control exhaust camshaft timing, the engine may idle roughly or hesitate.

Can P0013 cause a no-start?

It is possible, although many engines will start with the VVT system disabled.

A no-start condition may indicate additional electrical, sensor or timing problems.

Will an oil change fix P0013?

An oil change may help if the solenoid is sticking because of contaminated or incorrect oil.

It will not repair a failed electrical coil, broken wire or damaged ECM driver.

How much does it cost to fix P0013?

A typical VVT solenoid replacement may cost approximately $150 to $500.

Wiring repairs may cost $100 to $500, while major phaser or timing-system repairs can exceed $1,000.

Will clearing P0013 fix the problem?

No. Clearing the code only turns off the warning temporarily.

P0013 will return if the actuator circuit fault remains.

Will P0013 fail an emissions test?

Yes. An active Check Engine Light or emissions-related powertrain code will generally cause an OBD-based emissions inspection failure.

Final Thoughts

The P0013 code indicates an electrical problem in the Bank 1 “B” camshaft position actuator circuit, which usually controls the exhaust camshaft.

The most common causes include:

A failed exhaust VVT solenoid
Damaged actuator wiring
A loose or corroded connector
An open circuit
A short to ground
A short to voltage
A failed shared power supply
Oil contamination
A faulty ECM driver

Begin diagnosis by checking the engine oil and identifying the correct Bank 1 exhaust actuator. Inspect the connector and wiring, then test solenoid resistance, power supply and ECM control.

If the electrical circuit operates correctly but the exhaust camshaft does not respond, investigate restricted oil flow, low oil pressure, the camshaft phaser and mechanical timing.

For more diagnostic guides, browse our growing OBD-II libraries:

Complete OBD-II Code Library: https://my.prostreetonline.com/dtc-obdii/
Body (B) Codes: https://my.prostreetonline.com/dtc-doctor/b-code-obd-ii-codes/
Chassis (C) Codes: https://my.prostreetonline.com/dtc-doctor/c-code-obd-ii-codes/

P0010 Code Explained: “A” Camshaft Position Actuator Circuit Bank 1
P0011 Code Explained: “A” Camshaft Position Timing Over-Advanced Bank 1
P0012 Code Explained: “A” Camshaft Position Timing Over-Retarded Bank 1
P0014 Code Explained: “B” Camshaft Position Timing Over-Advanced Bank 1
P0016 Code Explained: “B” Camshaft Position Timing Over-Retarded Bank 1
P0017 Code Explained: Crankshaft Position–Camshaft Position Correlation Bank 1 Sensor B

P0013 Code Explained: “B” Camshaft Position Actuator Circuit Bank 1 Causes, Symptoms & Fixes