If your OBD-II scanner displays P0085, your vehicle’s Engine Control Module (ECM) or Powertrain Control Module (PCM) has detected a lower-than-expected electrical signal in the Bank 2 exhaust valve control solenoid circuit.
The generic OBD-II definition for P0085 is:
Exhaust Valve Control Solenoid Circuit Low Bank 2
Depending on the manufacturer or scan tool, the description may appear as:
- Exhaust Valve Control Solenoid Circuit Low Bank 2
- Exhaust Valve Timing Control Solenoid Circuit Low Bank 2
- Exhaust Camshaft Control Solenoid Circuit Low Bank 2
- Exhaust Oil Control Valve Circuit Low Bank 2
- Exhaust VVT Solenoid Circuit Low Bank 2
- Exhaust Valve Control Solenoid Short to Ground Bank 2
P0085 is the circuit-low member of the Bank 2 exhaust valve control solenoid code group:
- P0084: General circuit malfunction
- P0085: Circuit low
- P0086: Circuit high
The code means the PCM has detected voltage, current, or output-driver feedback below the expected range in the Bank 2 exhaust-solenoid circuit. The exact electrical threshold and test strategy vary by manufacturer.
The exhaust valve control solenoid is part of the engine’s variable valve timing system, commonly abbreviated VVT. It controls pressurized engine oil flowing to the Bank 2 exhaust camshaft actuator or cam phaser.
P0085 is primarily an electrical circuit code. Common causes include:
- Exhaust VVT solenoid shorted internally
- PCM control wire shorted to ground
- Melted or chafed engine wiring
- Corroded connector terminals
- Missing solenoid supply voltage
- Blown fuse or failed relay
- Incorrect replacement solenoid
- Failed PCM output driver
Possible symptoms include:
- Check Engine Light
- Rough or unstable idle
- Poor acceleration
- Engine hesitation
- Reduced power
- Increased fuel consumption
- Hard starting
- Engine stalling
- Increased emissions
- Failed emissions inspection
- No noticeable drivability symptoms
P0085 is generally considered a moderate-severity code. The vehicle may remain drivable, but the PCM may disable Bank 2 exhaust camshaft adjustment and hold the camshaft in a default position until the circuit fault is repaired.
For more diagnostic information, visit:
P0085 Quick Facts
| Item | Information |
|---|---|
| OBD-II Code | P0085 |
| Description | Exhaust Valve Control Solenoid Circuit Low Bank 2 |
| Category | Powertrain |
| System | Variable Valve Timing |
| Main Component | Exhaust Valve Control Solenoid |
| Affected Side | Bank 2 |
| Fault Type | Low Circuit Voltage or Driver Feedback |
| Common Electrical Cause | Short to Ground |
| Severity | Moderate |
| Safe to Drive? | Sometimes, for a short distance |
| Typical Repair Cost | $100–700 |
What Does P0085 Mean?
P0085 means the PCM has detected an electrical value below its calibrated operating range in the circuit controlling the Bank 2 exhaust valve control solenoid.
The affected circuit may include:
- Bank 2 exhaust valve control solenoid
- Solenoid power-supply wire
- PCM-controlled ground wire
- Electrical connector
- Shared fuse or relay
- Engine wiring harness
- PCM output driver
Depending on circuit design, a circuit-low condition may be caused by:
- Control wire shorted to ground
- Solenoid coil shorted internally
- Excessive current draw
- Missing supply voltage
- Severe voltage drop
- Connector terminals bridged together
- PCM driver stuck low
Generic diagnostic references describe P0085 as a low-voltage condition in the Bank 2 exhaust valve control solenoid circuit.
P0085 should be diagnosed electrically before replacing:
- Camshaft phaser
- Timing chain
- Camshaft
- Cylinder head
- PCM
Mechanical VVT problems can create similar symptoms, but P0085 specifically tells you that the PCM sees an electrical circuit problem.
What Is Bank 2?
Bank 2 is the side of the engine that does not contain cylinder number 1.
Bank 2 exists only on engines with more than one cylinder bank, such as:
- V6 engines
- V8 engines
- V10 engines
- V12 engines
- Horizontally opposed engines
Inline four-cylinder and inline six-cylinder engines normally have only one cylinder bank.
Bank 2 is not automatically:
- Driver side
- Passenger side
- Left side
- Right side
- Front cylinder head
- Rear cylinder head
Its location depends on the engine’s cylinder-numbering system.
Use:
- Factory service information
- Cylinder-numbering diagram
- Underhood emissions label
- Vehicle-specific repair manual
to identify Bank 2 correctly.
Replacing the solenoid on the side that looks more convenient is not an approved method of identifying cylinder banks, although it remains surprisingly popular.
What Is an Exhaust Valve Control Solenoid?
The exhaust valve control solenoid is an electrically operated oil-control valve used by the engine’s variable valve timing system.
Depending on the manufacturer, it may also be called:
- Exhaust VVT solenoid
- Exhaust oil control valve
- Exhaust valve timing control solenoid
- Exhaust camshaft actuator solenoid
- Camshaft position actuator solenoid
- Variable cam timing solenoid
- VCT solenoid
- CVVT oil control valve
The solenoid regulates engine oil flowing to the exhaust camshaft actuator.
By changing oil flow, the PCM can advance or retard exhaust camshaft timing according to:
- Engine speed
- Engine load
- Throttle position
- Coolant temperature
- Oil temperature
- Vehicle speed
- Requested torque
- Emissions strategy
Variable exhaust camshaft timing can influence:
- Idle stability
- Low-speed torque
- High-RPM power
- Fuel economy
- Internal exhaust-gas recirculation
- Turbocharger response
- Exhaust emissions
The exhaust valve control solenoid combines an electrical coil with a hydraulically operated oil-control valve. The PCM uses the electrical side to control oil pressure and camshaft movement.
How Variable Valve Timing Works
A typical variable valve timing system includes:
- Engine oil supply
- Oil passages in the cylinder head
- Exhaust valve control solenoid
- Exhaust camshaft actuator or phaser
- Camshaft position sensor
- Crankshaft position sensor
- PCM control strategy
When the PCM requests an exhaust camshaft adjustment:
- It changes the electrical command sent to the solenoid.
- The solenoid redirects pressurized engine oil.
- Oil enters one side of the camshaft actuator.
- The actuator rotates the camshaft relative to its timing sprocket.
- The camshaft position sensor reports the new position.
- The PCM compares desired timing with actual timing.
If the Bank 2 exhaust-solenoid circuit remains electrically low, the PCM may:
- Disable exhaust VVT
- Hold the camshaft in a default position
- Enter failsafe mode
- Reduce engine performance
- Illuminate the Check Engine Light
How the Exhaust Valve Control Solenoid Circuit Works
Many exhaust VVT solenoids use two wires:
- Ignition or relay-supplied voltage
- PCM-controlled ground
A common low-side-controlled circuit works like this:
- One solenoid terminal receives battery voltage.
- The PCM controls the other terminal by switching it toward ground.
- Current flows through the solenoid coil.
- The magnetic field moves the internal valve.
- Oil flow to the camshaft actuator changes.
The PCM may control the solenoid using pulse-width modulation, or PWM.
PWM allows the module to regulate:
- Solenoid current
- Internal spool position
- Oil flow
- Camshaft actuator movement
The PCM may monitor:
- Circuit voltage
- Solenoid current
- Coil resistance
- Output-driver feedback
- Commanded duty cycle
- Actual camshaft response
If the circuit is pulled too close to ground or current is excessive, the PCM may store P0085.
What Does “Circuit Low” Mean?
“Circuit low” means the PCM sees voltage or driver feedback below its expected range.
It does not automatically mean:
- Engine oil level is low
- Engine oil pressure is low
- Exhaust valve lift is low
- Camshaft timing is retarded
- Battery state of charge is low
The word “low” refers to the monitored electrical circuit.
Common circuit-low conditions include:
- Control wire shorted to ground
- Internally shorted solenoid coil
- Excessive current draw
- Missing supply voltage
- High resistance causing severe voltage loss
- PCM driver permanently grounded
A short-to-ground fault is one of the most common diagnostic directions for P0085.
P0084 vs P0085 vs P0086
| Code | Description | Typical Meaning |
| P0084 | Exhaust Valve Control Solenoid Circuit Bank 2 | General circuit malfunction |
| P0085 | Exhaust Valve Control Solenoid Circuit Low Bank 2 | Circuit voltage below specification |
| P0086 | Exhaust Valve Control Solenoid Circuit High Bank 2 | Circuit voltage above specification |
In general:
- P0084 does not identify a specific voltage direction.
- P0085 commonly points toward a grounded circuit or shorted solenoid.
- P0086 commonly points toward an open circuit, disconnected solenoid, or short to voltage.
Exact manufacturer logic varies.
P0085 vs P0079
| Code | Affected Side |
| P0079 | Exhaust Valve Control Solenoid Circuit Low Bank 1 |
| P0085 | Exhaust Valve Control Solenoid Circuit Low Bank 2 |
Both codes indicate a low electrical condition in an exhaust valve control solenoid circuit.
The difference is the affected bank.
If P0079 and P0085 are both stored, inspect shared components such as:
- VVT power-supply fuse
- Engine-control relay
- Common actuator power wire
- PCM grounds
- Engine wiring harness
- Charging-system voltage
It is possible for both solenoids to fail simultaneously.
It is usually more productive to first ask what electrical component they share.
P0085 vs P0023
P0023 is generally defined as:
“B” Camshaft Position Actuator Circuit Bank 2
P0085 is defined as:
Exhaust Valve Control Solenoid Circuit Low Bank 2
Both codes may refer to the same Bank 2 exhaust oil-control solenoid on certain vehicles.
The difference is:
- P0023 is a broader exhaust camshaft actuator-circuit code.
- P0085 specifically identifies a low electrical condition.
Always follow the vehicle-specific diagnostic chart.
Symptoms of P0085
Possible symptoms include:
- Check Engine Light
- Rough idle
- Unstable idle speed
- Engine hesitation
- Poor throttle response
- Reduced acceleration
- Loss of low-end torque
- Reduced high-RPM power
- Increased fuel consumption
- Hard starting
- Extended cranking
- Engine stalling
- Misfires
- Increased exhaust emissions
- Failed emissions inspection
- Reduced-power mode
- No noticeable symptoms
P0085 commonly causes reduced performance or drivability changes because the PCM may disable variable valve timing when it detects the electrical fault.
Some engines continue running reasonably well with the camshaft held in its default position.
Others feel as though one cylinder bank has been switched to a less enthusiastic engine calibration.
Can P0085 Cause a Rough Idle?
Yes.
Exhaust camshaft timing affects:
- Exhaust-gas scavenging
- Valve overlap
- Internal EGR
- Manifold vacuum
- Combustion stability
- Residual exhaust gas
If Bank 2 exhaust timing becomes fixed in an unsuitable position, the engine may:
- Idle roughly
- Surge
- Misfire
- Stall
- Start poorly
However, rough idle can also be caused by:
- Vacuum leaks
- Ignition faults
- Fuel-injector problems
- Low compression
- Mechanical timing errors
- Camshaft sensor faults
Confirm the P0085 circuit fault is active before blaming every idle complaint on the VVT system.
Can P0085 Cause Poor Acceleration?
Yes.
Exhaust camshaft timing contributes to:
- Cylinder scavenging
- Volumetric efficiency
- Torque production
- High-RPM airflow
- Turbocharger response
If Bank 2 exhaust VVT is disabled, the engine may feel:
- Sluggish
- Flat at low RPM
- Weak in the midrange
- Less responsive at high RPM
- Slow to build boost
The engine may also feel uneven because Bank 1 and Bank 2 are no longer operating with the same camshaft strategy.
Can P0085 Cause Misfires?
P0085 may contribute to Bank 2 misfires if incorrect exhaust timing affects:
- Exhaust-gas evacuation
- Valve overlap
- Cylinder filling
- Combustion stability
However, also inspect for:
- Spark-plug faults
- Ignition-coil failures
- Fuel-injector problems
- Vacuum leaks
- Low compression
- Mechanical timing issues
Do not use P0085 as permission to skip basic misfire diagnosis.
Common Causes of P0085
1. Exhaust VVT Solenoid Shorted Internally
The internal coil may short between windings.
This can cause:
- Resistance below specification
- Excessive current draw
- Low circuit voltage
- Blown fuse
- PCM driver shutdown
- P0085
An internally shorted solenoid is one of the most common direct causes of a circuit-low fault.
2. PCM Control Wire Shorted to Ground
The PCM-controlled wire may rub through its insulation and contact:
- Cylinder head
- Valve cover
- Engine bracket
- Exhaust heat shield
- Ground wire
- Metal harness clip
A grounded control wire may keep the circuit low regardless of the PCM command.
3. Melted Wiring Harness
The Bank 2 exhaust-solenoid harness may run near:
- Exhaust manifold
- Turbocharger
- EGR pipe
- Cylinder head
- Hot coolant lines
Heat may cause:
- Melted insulation
- Wire-to-ground contact
- Wire-to-wire shorts
- Broken conductors
- Damaged connector seals
A missing heat shield or incorrect harness routing may accelerate the damage.
4. Chafed Engine Wiring
The harness may rub against:
- Valve-cover edge
- Cylinder-head casting
- Intake manifold bracket
- Engine lifting point
- Wiring tray
- Metal retaining clip
Engine movement may cause the exposed conductor to contact ground intermittently or continuously.
The harness does not need to look dramatically destroyed. One small polished spot against the cylinder head may be the entire problem.
5. Failed Exhaust Valve Control Solenoid
The solenoid may fail electrically because of:
- Coil damage
- Heat
- Age
- Vibration
- Internal corrosion
- Oil intrusion
- Manufacturing defect
Electrical testing may show:
- Low resistance
- Excessive current
- Short to housing
- Incorrect waveform
- Failure when hot
6. Corroded Connector Terminals
Corrosion may cause:
- Voltage loss
- Unstable current
- Terminal bridging
- Incorrect PCM feedback
- Intermittent circuit faults
Inspect for:
- Green corrosion
- White oxidation
- Darkened terminals
- Water
- Oil contamination
- Damaged seals
- Loose pins
Connector corrosion and poor electrical connections are common P0085 diagnostic targets.
7. Oil Inside the Connector
Oil may enter through:
- Failed solenoid seal
- Valve-cover leak
- Internal oil migration
- Contaminated harness
Oil can:
- Attract debris
- Damage seals
- Reduce terminal contact
- Wick through wiring
- Contribute to intermittent resistance
Repair the leak rather than repeatedly washing the connector and sending it back into service.
8. Water Intrusion
Water may enter through:
- Damaged connector seal
- Broken connector body
- Unsealed splice
- Pressure washing
- Coolant leak near the harness
Moisture may bridge terminals or accelerate corrosion.
9. Connector Terminals Shorted Together
Bent terminals, moisture, metal debris, or damaged insulation may connect:
- Power and control wires
- Control circuit and ground
- Adjacent actuator circuits
Inspect the connector closely rather than assuming the short must be several feet deeper in the harness.
10. Incorrectly Wired Replacement Connector
A replacement pigtail may have:
- Reversed wires
- Terminals in the wrong cavities
- Weak crimps
- Incorrect terminal type
- Poor weather sealing
Verify the pinout using the wiring diagram.
Matching wire colors works nicely until the replacement harness uses different colors or the previous repair was already incorrect.
11. Missing Solenoid Power Supply
Depending on circuit design, missing supply voltage may appear as a low-circuit condition.
Possible causes include:
- Blown fuse
- Failed relay
- Broken power wire
- Corroded splice
- Loose fuse-box terminal
- PCM power-distribution fault
If several actuator codes are present, inspect the shared supply before replacing several components.
12. Blown Fuse
A fuse may blow because of:
- Shorted solenoid coil
- Power wire shorted to ground
- Melted wiring
- Another actuator sharing the circuit
- Incorrect previous repair
Do not install a larger fuse.
The fuse is not limiting performance. It is preventing the wiring harness from becoming a space heater.
13. Failed Engine-Control Relay
A failed relay may create:
- Missing voltage
- Intermittent supply
- Voltage drop
- Multiple actuator codes
Check whether the relay also powers:
- Bank 1 exhaust solenoid
- Intake VVT solenoids
- Fuel injectors
- Ignition coils
- Other engine actuators
14. High Resistance in the Supply Circuit
A high-resistance supply can produce low voltage under load.
Possible causes include:
- Corroded splice
- Weak relay contact
- Partially broken wire
- Loose fuse terminal
- Heat-damaged connector
- Poor crimp
A digital multimeter may show normal voltage until the solenoid is commanded on.
This is why a loaded voltage-drop test matters.
15. Poor PCM or Engine Ground
A poor ground may interfere with:
- PCM driver operation
- Circuit monitoring
- Solenoid current
- Diagnostic feedback
Inspect:
- Battery negative terminal
- Engine ground strap
- Body grounds
- PCM ground circuits
- Ground eyelets
Multiple unrelated circuit-low codes may point toward a shared ground problem.
16. Weak Battery or Charging-System Fault
Low system voltage may contribute to abnormal actuator operation.
Check:
- Battery state of charge
- Cranking voltage
- Alternator output
- Battery terminals
- Engine grounds
- Body grounds
A battery problem is less likely when P0085 is the only code, but it becomes more relevant when multiple circuit-low or communication codes are present.
17. Low Engine Oil Level
Low oil does not normally create the electrical low condition directly.
However, the VVT system still depends on adequate oil for hydraulic operation.
Low oil may cause:
- Slow camshaft response
- Cam phaser noise
- Solenoid sticking
- Additional timing codes
- Low oil pressure
Always check oil level before performing active VVT tests.
18. Dirty or Sludged Engine Oil
Contaminated oil may restrict:
- Solenoid spool movement
- Solenoid filter screen
- Cylinder-head oil passages
- Camshaft actuator movement
Dirty oil usually causes timing-performance problems rather than an electrical circuit-low code.
It may still create a second fault after the wiring problem is repaired.
19. Incorrect Oil Viscosity
Oil that is too thick or too thin may cause:
- Delayed camshaft response
- Poor cold-start performance
- Low hot-idle oil pressure
- Cam phaser noise
- Timing-performance codes
Use the manufacturer-specified oil viscosity and standard.
20. Clogged Solenoid Screen
Some exhaust VVT solenoids include a fine filter screen.
It may become restricted by:
- Sludge
- Varnish
- Metal debris
- Gasket material
- Excessive silicone sealant
A blocked screen usually causes hydraulic performance issues, but contamination may coexist with an electrically failed solenoid.
21. Incorrect Replacement Solenoid
An incorrect solenoid may have:
- Resistance below specification
- Different connector pinout
- Incorrect oil passages
- Incompatible operating characteristics
- Poor internal construction
A new part may still be:
- Wrong
- Defective
- Counterfeit
- Cataloged for another engine
Fresh packaging remains a poor substitute for resistance testing.
22. Camshaft Actuator Mechanically Stuck
A stuck camshaft phaser may cause:
- Rough idle
- Rattling
- Reduced performance
- Desired-versus-actual timing mismatch
- Additional camshaft codes
A mechanically stuck phaser does not normally create a circuit-low electrical condition.
Test the circuit first.
23. Camshaft Position Sensor Fault
The camshaft sensor reports actual camshaft position to the PCM.
A failed sensor may cause:
- Camshaft position codes
- Correlation codes
- Hard starting
- Stalling
- Incorrect VVT feedback
It is not a common direct cause of P0085, but related sensor codes may complicate diagnosis.
24. PCM Software Issue
A calibration problem may cause the PCM to:
- Misinterpret driver feedback
- Command the solenoid incorrectly
- Store P0085 prematurely
- Remain in failsafe mode
Check for:
- Technical service bulletins
- Calibration updates
- Reprogramming instructions
- Revised diagnostic procedures
25. Failed PCM Driver
The internal PCM driver may fail because of:
- Shorted solenoid coil
- Short to voltage
- Excessive current
- Water intrusion
- Internal electronic damage
Only suspect the PCM after confirming:
- Solenoid resistance
- Supply voltage
- Control-wire isolation
- Connector condition
- PCM power and grounds
- Correct software
Replacing the PCM before testing a two-wire solenoid is an excellent way to spend four figures and retain the original fault.
Is P0085 Serious?
P0085 is generally considered a moderate-severity code.
The engine may continue running, but Bank 2 exhaust camshaft adjustment may be:
- Disabled
- Fixed in a default position
- Incorrectly activated
- Unavailable under load
Possible consequences include:
- Reduced power
- Rough idle
- Poor fuel economy
- Increased emissions
- Hard starting
- Stalling
- Misfires
- Failed emissions inspection
P0085 becomes more serious if:
- Oil-pressure warning light is illuminated
- Engine oil is extremely low
- Engine rattles or knocks
- Vehicle stalls
- Misfires are severe
- Wiring becomes hot
- Fuse repeatedly blows
- Timing-correlation codes are present
Can You Drive With P0085?
You may be able to drive a short distance if:
- Engine oil level is correct
- Oil-pressure warning light is off
- Engine runs reasonably smoothly
- No severe timing noise is present
- Acceleration remains safe
- Wiring is not overheating
Avoid continued driving if:
- Oil-pressure warning light is illuminated
- Engine rattles
- Vehicle stalls repeatedly
- Power is severely reduced
- Wiring smells burned
- Fuse repeatedly blows
- Bank 2 misfires are severe
- Engine will not start reliably
A disabled VVT system may not damage the engine immediately.
A shorted harness heating against the cylinder head deserves less optimism.
How to Diagnose P0085
Step 1: Scan All Stored Codes
Check for:
- P0084
- P0085
- P0086
- P0078
- P0079
- P0080
- P0023
- P0024
- P0025
- P0019
- Camshaft position codes
- Crankshaft position codes
- Misfire codes
- Oil-pressure codes
- System-voltage codes
Record:
- Freeze-frame data
- Pending codes
- Permanent codes
- Engine RPM
- Battery voltage
- Oil temperature
- Exhaust VVT command
- Desired Bank 2 exhaust-camshaft angle
- Actual Bank 2 exhaust-camshaft angle
Do not clear the codes before recording the data.
Step 2: Confirm the Code Definition
Verify the scan tool identifies P0085 as:
Exhaust Valve Control Solenoid Circuit Low Bank 2
P0085 is the low-voltage code in the P0084–P0086 group.
Step 3: Identify Bank 2
Locate:
- Cylinder number 1
- Bank 1
- Opposite cylinder bank
- Bank 2 exhaust camshaft
- Correct Bank 2 exhaust VVT solenoid
Do not confuse:
- Bank 2 with Bank 1
- Intake solenoid with exhaust solenoid
- VVT solenoid with camshaft position sensor
- Oil-pressure switch with oil-control valve
Step 4: Check Engine Oil Level
Park the vehicle on level ground and verify:
- Oil level
- Oil condition
- Correct viscosity
- Signs of leakage
- Oil-pressure warning-light behavior
Correct oil problems before active VVT testing.
Step 5: Inspect Oil Condition
Look for:
- Sludge
- Varnish
- Fuel dilution
- Coolant contamination
- Metal debris
- Incorrect viscosity
- Excessive service interval
Perform an oil and filter change if needed, but continue electrical testing because P0085 is a circuit-low code.
Step 6: Locate the Bank 2 Exhaust Solenoid
The solenoid may be mounted:
- In the cylinder head
- Near the valve cover
- Near the timing cover
- At the front or rear of the cylinder head
- Beneath an engine cover
- Near the exhaust camshaft oil passage
Use factory service information to identify the correct component.
Step 7: Inspect the Solenoid Connector
Check for:
- Connector not fully seated
- Broken locking tab
- Oil contamination
- Water intrusion
- Bent pins
- Corrosion
- Backed-out terminals
- Spread terminals
- Heat damage
Repair connector damage before replacing parts.
Step 8: Inspect the Wiring Harness
Follow the harness toward:
- Main engine harness
- Fuse box
- PCM
Look for:
- Melted insulation
- Chafing
- Pinched wires
- Contact with exhaust heat
- Contact with metal brackets
- Rodent damage
- Previous splices
- Missing harness clips
Pay particular attention to areas near the exhaust manifold and cylinder head.
Step 9: Check Fuses and Relays
Identify the fuse and relay supplying:
- Bank 2 exhaust solenoid
- Both exhaust solenoids
- All VVT solenoids
- Engine actuators
If the fuse is blown:
- Disconnect the Bank 2 exhaust solenoid.
- Measure solenoid resistance.
- Check the power circuit for a short to ground.
- Inspect other components sharing the fuse.
- Repair the fault.
- Install the correct fuse.
- Retest the circuit.
Do not repeatedly replace the fuse.
It has already provided its diagnosis: too much current.
Step 10: Measure Solenoid Resistance
Disconnect the solenoid and measure resistance across its terminals.
Compare the result with manufacturer specifications.
Possible findings include:
- Resistance below specification: shorted coil
- Near-zero resistance: severe internal short
- Infinite resistance: open coil
- Correct resistance: continue circuit testing
Do not use a generic resistance specification from an unrelated engine.
Step 11: Compare Bank 1 and Bank 2
If both exhaust solenoids are identical, compare:
- Resistance
- Supply voltage
- Current draw
- Connector condition
- Control waveform
A major difference may help identify the faulty component.
Confirm matching part numbers before treating Bank 1 as the reference.
Step 12: Test Each Terminal Against the Housing
When permitted by service information, measure resistance between:
- Terminal 1 and solenoid body
- Terminal 2 and solenoid body
Unexpected continuity may indicate an internal short.
Step 13: Disconnect the Solenoid and Observe the Circuit
Monitor scan-tool circuit data or voltage while disconnecting the solenoid when the diagnostic procedure permits.
Possible results:
- Circuit-low status changes to high or open: solenoid may be internally shorted
- Circuit remains low: control wire may be grounded
- Supply voltage is missing: inspect fuse, relay, and power wire
- Data does not change: possible PCM driver or test-point issue
Interpret the result using the exact wiring diagram.
Step 14: Verify Supply Voltage
With ignition on, test the solenoid supply terminal.
Expected voltage may be:
- Battery voltage
- Ignition voltage
- Relay-controlled voltage
- PCM-controlled voltage
If voltage is missing, inspect:
- Fuse
- Relay
- Power wire
- Shared splice
- Connector terminal
Step 15: Load-Test the Supply Circuit
A high-impedance meter may show normal voltage through a corroded connection.
Perform an approved load test across:
- Fuse
- Relay contacts
- Power wire
- Shared splice
- Connector terminal
Voltage that collapses under load indicates excessive resistance.
Step 16: Test the PCM Control Wire for a Short to Ground
Disconnect the PCM and solenoid as directed.
Measure resistance between:
- Control wire and chassis ground
- Control wire and engine ground
Unexpected continuity indicates a short-to-ground condition.
Move the harness during the test because the fault may occur only when the wire touches a bracket.
Step 17: Test for a Short Between Circuits
Check whether the control wire is contacting:
- Another VVT circuit
- Injector wiring
- Ignition wiring
- Sensor ground
- Heated oxygen-sensor wiring
- Solenoid power supply
Heat-damaged harness sections may fuse several wires together.
Step 18: Check Circuit Continuity
Test both wires between the solenoid and their destinations.
Look for:
- Open circuit
- Excessive resistance
- Incorrect terminal position
- Corroded splice
- Weak previous repair
The circuit should meet manufacturer resistance specifications.
Step 19: Check Connector Terminal Tension
Use the manufacturer-approved terminal test tool.
Inspect for:
- Spread terminal
- Weak contact
- Backed-out pin
- Broken retaining tang
- Incorrect replacement terminal
Do not insert an oversized meter probe into the connector.
That can turn a perfectly acceptable terminal into tomorrow’s intermittent fault.
Step 20: Perform Voltage-Drop Testing
With the circuit commanded on, measure voltage drop across:
- Power-supply wire
- Fuse
- Relay contacts
- Connector terminals
- PCM control circuit
- PCM ground
Excessive voltage drop indicates unwanted resistance.
Step 21: Command the Solenoid With a Scan Tool
Use a bidirectional scan tool when supported.
Monitor:
- Bank 2 exhaust-solenoid command
- Duty cycle
- Control voltage
- Current draw
- Desired exhaust-camshaft angle
- Actual exhaust-camshaft angle
- Engine idle
Possible results include:
- Excessive current: shorted solenoid or wiring
- Circuit stuck low: short to ground or failed PCM driver
- Missing supply voltage: fuse, relay, or power-wire fault
- Electrical response without camshaft movement: hydraulic or mechanical fault
- Normal response: intermittent circuit or history code
Step 22: Measure Solenoid Current
A low-current clamp may reveal:
- Excessive current: shorted coil
- Zero current: missing supply or open circuit
- Unstable current: loose connection
- Current present when command is off: grounded control wire
Compare with:
- Manufacturer specifications
- Bank 1 exhaust-solenoid current
- A known-good vehicle
Step 23: Examine the PWM Waveform
An oscilloscope can display:
- Duty cycle
- Voltage level
- PCM switching
- Current ramp
- Driver shutdown
- Electrical noise
A waveform stuck near ground may indicate:
- Grounded control wire
- Internally shorted solenoid
- Failed PCM output driver
Step 24: Perform a Wiggle Test
Monitor circuit voltage and current while moving:
- Solenoid connector
- Harness near the valve cover
- Wiring near the exhaust manifold
- Fuse-box connectors
- PCM connector
- Previous repair areas
Watch for:
- Voltage changes
- Current spikes
- Code status changes
- Idle changes
- Camshaft response
Step 25: Inspect the Solenoid Mechanically
If the electrical circuit passes, remove the solenoid according to the repair procedure.
Inspect for:
- Sludge
- Varnish
- Metal debris
- Damaged screen
- Stuck spool valve
- Broken O-ring
- Silicone contamination
A mechanically stuck solenoid usually produces performance codes, but it may coexist with P0085.
Step 26: Compare Desired and Actual Camshaft Timing
Monitor:
- Desired Bank 2 exhaust-camshaft angle
- Actual Bank 2 exhaust-camshaft angle
- VVT duty cycle
- Engine speed
- Engine load
- Oil temperature
Possible findings:
- No electrical command: circuit or PCM issue
- Command present but no movement: oil, solenoid, or phaser problem
- Bank 2 differs from Bank 1: bank-specific fault
- Both banks fail: shared oil, power, or PCM issue
Step 27: Swap Solenoids Only When Approved
If Bank 1 and Bank 2 exhaust solenoids are confirmed identical, a controlled swap may help isolate the fault.
After swapping:
- Code moves to Bank 1: solenoid likely faulty
- P0085 remains on Bank 2: wiring or PCM circuit likely faulty
Do not swap intake and exhaust solenoids unless the manufacturer confirms they are interchangeable.
Step 28: Check Engine Oil Pressure
If the circuit passes but camshaft response remains poor, test engine oil pressure.
Low pressure may be caused by:
- Low oil level
- Worn oil pump
- Restricted pickup tube
- Excessive engine wear
- Incorrect oil viscosity
- Internal oil leakage
The camshaft actuator cannot respond properly without adequate oil pressure.
Step 29: Check PCM Power and Grounds
Before condemning the PCM, verify:
- Constant battery power
- Ignition power
- PCM grounds
- Connector condition
- Terminal tension
- Water intrusion
- Charging-system voltage
Step 30: Check Technical Service Bulletins
Search manufacturer information using:
- VIN
- Model year
- Engine code
- P0085
- Solenoid part number
- PCM calibration number
- Related codes
Possible factory corrections may include:
- Updated solenoid
- Revised wiring
- Connector repair
- Harness relocation
- PCM software update
- Revised diagnostic procedure
Step 31: Evaluate the PCM Driver
Only consider PCM failure after confirming:
- Solenoid resistance is correct
- Supply voltage is correct
- Control wire is not grounded
- Wiring continuity is correct
- Connector terminals are secure
- PCM powers and grounds are correct
- Software is current
If the PCM driver remains grounded or cannot regulate the circuit after all external tests pass, the PCM may require:
- Software update
- Module repair
- Replacement and programming
Step 32: Verify the Repair
After completing repairs:
- Clear all diagnostic trouble codes.
- Start the engine.
- Confirm the oil-pressure warning light turns off normally.
- Monitor the Bank 2 exhaust-solenoid command.
- Check circuit voltage and current.
- Compare desired and actual exhaust-camshaft timing.
- Verify normal idle quality.
- Road-test under varied load and RPM.
- Complete the required drive cycle.
- Rescan for pending and confirmed codes.
- Confirm P0085 does not return.
Common Repairs and Costs
| Repair | Estimated Cost |
| Reconnect or reseat connector | $0–100 |
| Clean electrical connector | $50–150 |
| Replace connector terminals | $75–250 |
| Engine oil and filter change | $60–180 |
| Replace Bank 2 exhaust VVT solenoid | $150–500 |
| Repair shorted wiring | $150–650 |
| Replace solenoid connector | $100–325 |
| Replace fuse or relay after repairing fault | $75–250 |
| Repair engine power-supply circuit | $150–700 |
| Clean restricted oil passage | $200–700 |
| Replace camshaft actuator or phaser | $700–2,000+ |
| Replace timing-chain components | $1,000–4,000+ |
| Update PCM software | $100–300 |
| Replace and program PCM | $1,000–2,500+ |
Actual repair cost depends on:
- Vehicle design
- Solenoid accessibility
- Wiring location
- Labor rate
- Oil contamination
- Additional timing faults
- Module-programming requirements
A shorted solenoid mounted at the top of the cylinder head may be relatively straightforward.
A grounded control wire buried beneath the intake manifold may require dismantling half the engine bay to reach the automotive equivalent of one damaged extension cord.
Common Diagnostic Mistakes
Avoid these common P0085 diagnostic mistakes:
- Confusing P0085 with P0084 or P0086
- Assuming “circuit low” means low oil level
- Replacing the solenoid without testing resistance
- Ignoring a blown fuse
- Replacing the fuse without locating the short
- Misidentifying Bank 2
- Confusing intake and exhaust solenoids
- Ignoring melted wiring near the exhaust
- Checking voltage without loading the circuit
- Checking only continuity
- Using generic solenoid resistance values
- Replacing the cam phaser before testing the circuit
- Replacing the PCM before isolating the control wire
- Installing an incorrect aftermarket solenoid
- Failing to verify the repair with scan-tool commands
P0085 is an electrical circuit-low code.
The timing chain may eventually require service, but replacing it because one wire is touching the cylinder head is an impressively expensive misunderstanding.
Vehicles Commonly Affected
P0085 is a generic OBD-II code and may appear on certain:
- Hyundai vehicles
- Kia vehicles
- Nissan vehicles
- Infiniti vehicles
- Toyota vehicles
- Lexus vehicles
- Ford vehicles
- Lincoln vehicles
- Chevrolet vehicles
- GMC vehicles
- Cadillac models
- Dodge vehicles
- Jeep models
- Chrysler vehicles
- Mazda vehicles
- Mitsubishi vehicles
- Subaru vehicles
Manufacturer terminology may include:
- Exhaust oil control valve
- Exhaust valve timing control solenoid
- Exhaust VVT solenoid
- VCT solenoid
- Exhaust camshaft actuator solenoid
- CVVT oil control valve
The exact wiring, fault threshold, and diagnostic procedure vary by application.
P0085 on Hyundai and Kia Vehicles
Hyundai and Kia may call the component the:
- Exhaust oil control valve
- Exhaust CVVT oil control valve
- Exhaust valve control solenoid
Important diagnostic checks include:
- Bank 2 solenoid resistance
- Connector condition
- Supply voltage
- PCM control-wire short to ground
- Shared actuator fuse
- Engine oil level and condition
P0085 should be treated as the circuit-low code, while P0086 represents circuit high.
P0085 on Nissan and Infiniti Vehicles
Nissan and Infiniti may call the component the:
Exhaust Valve Timing Control Solenoid Valve
Possible causes include:
- Internally shorted solenoid
- Harness short to ground
- Damaged connector
- Missing solenoid power
- ECM driver fault
- Incorrect replacement solenoid
If additional Bank 2 exhaust timing-performance codes are stored, inspect:
- Engine oil condition
- Oil pressure
- Solenoid screen
- Camshaft actuator
- Timing-chain condition
P0085 on Toyota and Lexus Vehicles
Toyota and Lexus may call the component the:
- Exhaust oil control valve
- Camshaft timing oil control valve
- VVT control solenoid
Possible inspection areas include:
- Bank 2 exhaust oil control valve
- Wiring near the cylinder head
- Shared actuator power supply
- Connector terminal tension
- PCM control circuit
- Oil-control-valve filter
Confirm Bank 2 using the exact engine family.
P0085 on Ford and Lincoln Vehicles
Ford and Lincoln may use the terms:
- Exhaust VCT solenoid
- Variable camshaft timing solenoid
- Exhaust camshaft actuator solenoid
Possible causes include:
- Shorted Bank 2 exhaust VCT solenoid
- Connector damage
- Harness chafing
- Missing actuator power supply
- PCM control wire grounded
- Incorrect oil viscosity
If multiple VCT circuit codes are present, inspect shared electrical supplies and grounds.
P0085 on General Motors Vehicles
General Motors may call the component the:
- Exhaust camshaft position actuator solenoid
- Camshaft actuator solenoid valve
Possible causes include:
- Shorted solenoid coil
- Loose engine-harness connector
- Damaged ignition-voltage feed
- Grounded control circuit
- Incorrect solenoid
- ECM driver failure
If several actuator circuit-low codes are stored, inspect the common ignition feed before replacing several solenoids.
P0085 After Engine Repairs
If P0085 appears after:
- Valve-cover replacement
- Cylinder-head repair
- Timing-chain service
- Engine replacement
- Intake manifold removal
- Solenoid replacement
inspect for:
- Harness pinched beneath a bracket
- Control wire trapped under the valve cover
- Connector terminals shorted
- Replacement pigtail wired incorrectly
- Incorrect solenoid installed
- Ground strap left disconnected
- PCM connector not fully locked
A code that appears immediately after repairs should first be investigated in the area that was disturbed.
The PCM may be intelligent enough to manage variable cam timing. It remains unable to rescue wiring crushed under yesterday’s valve-cover job.
P0085 After a Blown Fuse
If a VVT or engine-actuator fuse is blown:
- Disconnect the Bank 2 exhaust solenoid.
- Measure solenoid resistance.
- Test the supply wire for a short to ground.
- Inspect other actuators sharing the fuse.
- Examine wiring near hot and moving parts.
- Repair the electrical fault.
- Install the correct fuse.
- Monitor current while commanding the circuit.
Never install a larger fuse.
That does not fix the problem. It simply promotes the wiring harness to the role previously held by the fuse.
Can Dirty Oil Cause P0085?
Dirty oil can contribute to hydraulic VVT problems, but P0085 specifically indicates a low electrical condition.
Dirty oil may cause:
- Solenoid spool sticking
- Restricted filter screen
- Slow camshaft movement
- Cam phaser noise
- P0024 or P0025
It generally does not directly cause:
- Control wire shorted to ground
- Shorted electrical coil
- Blown actuator fuse
- Missing supply voltage
Check oil condition, but continue electrical testing.
Can Low Oil Cause P0085?
Low oil is not normally the direct cause of P0085.
However, low oil may cause:
- Poor camshaft response
- Cam phaser noise
- Additional timing codes
- Low oil pressure
- Solenoid sticking
Correct the oil level before active VVT testing, but do not assume adding oil will repair grounded wiring.
Can a Bad VVT Solenoid Cause P0085?
Yes.
A failed exhaust VVT solenoid may cause P0085 if its coil:
- Shorts internally
- Draws excessive current
- Has resistance below specification
- Shorts to the housing
- Fails when hot
Measure resistance and current rather than replacing the solenoid based only on the code description.
Can a Bad Camshaft Position Sensor Cause P0085?
A camshaft position sensor is not a common direct cause of P0085.
The camshaft sensor reports position, while P0085 monitors the exhaust valve control solenoid circuit.
A failed camshaft sensor is more likely to set:
- Camshaft position code
- Camshaft correlation code
- VVT performance code
- Starting or stalling complaint
Diagnose all stored codes together.
Can a Blown Fuse Cause P0085?
Yes.
A blown fuse may remove power from:
- Bank 2 exhaust solenoid
- Both exhaust solenoids
- Multiple VVT solenoids
- Other engine actuators
If several actuator codes appear together, inspect the shared fuse and relay before replacing individual components.
Find the cause before installing another fuse.
The fuse has already sacrificed itself to make the diagnostic process more obvious.
How to Prevent P0085
Reduce the likelihood of P0085 by:
- Maintaining the correct engine-oil level
- Using the specified oil viscosity
- Following recommended oil-change intervals
- Repairing oil leaks promptly
- Keeping VVT connectors clean and dry
- Replacing damaged connector seals
- Reinstalling engine-harness clips
- Keeping wiring away from exhaust heat
- Inspecting wiring after engine repairs
- Using OEM-quality VVT solenoids
- Avoiding oversized electrical test probes
- Repairing blown-fuse causes immediately
Frequently Asked Questions
What does P0085 mean?
P0085 means the PCM has detected a lower-than-expected electrical signal in the Bank 2 exhaust valve control solenoid circuit.
What is the full definition of P0085?
The generic definition is:
Exhaust Valve Control Solenoid Circuit Low Bank 2
Is P0085 a general circuit code?
No.
The correct sequence is:
- P0084: general circuit malfunction
- P0085: circuit low
- P0086: circuit high
Where is Bank 2?
Bank 2 is the side of the engine that does not contain cylinder number 1.
The exact side varies by engine design.
What does circuit low mean?
Circuit low means the monitored voltage, current feedback, or PCM driver signal is below the expected range.
It commonly indicates:
- Short to ground
- Shorted solenoid coil
- Missing supply voltage
- Failed PCM driver
Does circuit low mean low engine oil?
No.
The word “low” refers to the electrical circuit.
Low oil may cause related VVT performance problems but is not the same condition.
What causes P0085 most often?
Common causes include:
- Shorted Bank 2 exhaust VVT solenoid
- Control wire shorted to ground
- Damaged wiring
- Corroded connector
- Missing supply voltage
- Blown fuse
- Failed relay
- PCM driver fault
Is P0085 serious?
P0085 is moderately serious.
The vehicle may remain drivable, but engine performance, idle quality, fuel economy, and emissions may suffer.
Can I drive with P0085?
Possibly for a short distance if:
- Oil pressure is normal
- Engine runs smoothly
- No severe noise is present
- Wiring is not overheating
Stop driving if the oil-pressure warning appears, the engine rattles, it stalls, or power loss becomes severe.
Can P0085 cause rough idle?
Yes.
Incorrect Bank 2 exhaust camshaft timing may cause rough idle, surging, misfires, or stalling.
Can P0085 cause poor acceleration?
Yes.
Loss of Bank 2 exhaust camshaft control may reduce torque, throttle response, and turbocharger performance.
Can P0085 cause a blown fuse?
Yes.
An internally shorted solenoid or grounded power wire may blow a shared actuator fuse.
Can dirty oil cause P0085?
Dirty oil can create hydraulic VVT problems, but P0085 requires electrical testing because it identifies a circuit-low condition.
What is the difference between P0084 and P0085?
P0084 indicates a general Bank 2 exhaust valve control solenoid circuit malfunction.
P0085 specifically indicates a low circuit condition.
What is the difference between P0085 and P0086?
P0085 indicates circuit voltage below specification.
P0086 indicates circuit voltage above specification.
What is the difference between P0079 and P0085?
P0079 affects the Bank 1 exhaust valve control solenoid circuit.
P0085 affects the Bank 2 circuit.
Can I test the solenoid with a multimeter?
Yes.
Common tests include:
- Coil resistance
- Short to housing
- Supply voltage
- Control-wire short to ground
- Circuit continuity
- Voltage drop
Use vehicle-specific specifications.
Can I apply battery voltage directly to the solenoid?
Only when the manufacturer’s test procedure permits it.
Incorrect polarity, excessive voltage, or continuous power may damage the solenoid or PCM circuit.
Does a new exhaust VVT solenoid require programming?
Usually not.
The vehicle may require:
- Code clearing
- Drive cycle
- Camshaft relearn
- Oil service reset
- PCM adaptation
A replacement PCM requires programming.
How much does P0085 cost to repair?
A typical Bank 2 exhaust VVT solenoid replacement costs approximately $150–500.
Wiring, connector, fuse-box, camshaft actuator, timing-chain, or PCM repairs may cost considerably more.
Final Thoughts
The P0085 code means the PCM has detected a low electrical condition in the Bank 2 exhaust valve control solenoid circuit.
The most common causes include:
- Internally shorted exhaust VVT solenoid
- PCM control wire shorted to ground
- Melted or chafed engine wiring
- Corroded connector terminals
- Missing supply voltage
- Blown fuse
- Failed relay
- Failed PCM driver
Start diagnosis by:
- Confirming P0085 is the Bank 2 circuit-low code.
- Scanning for related codes.
- Correctly identifying Bank 2.
- Checking engine-oil level and condition.
- Inspecting the exhaust-solenoid connector.
- Examining the harness for grounded wiring.
- Measuring solenoid resistance.
- Checking fuses and relays.
- Verifying supply voltage.
- Testing the PCM control circuit for a short to ground.
- Comparing Bank 1 and Bank 2 circuits.
- Commanding the solenoid with a bidirectional scan tool.
- Evaluating the PCM only after external circuit tests pass.
Do not interpret “circuit low” as proof that the engine merely needs more oil.
The engine does require clean oil at the correct level, but P0085 is warning that the electrical side of the Bank 2 exhaust VVT system has fallen below specification.
The eventual repair may involve a shorted solenoid, damaged connector, blown fuse, failed relay, grounded control wire, or PCM driver fault.
Variable valve timing is a sophisticated combination of computer control, hydraulic oil pressure, and mechanical camshaft movement.
Sometimes the entire system still stops working because one wire rubbed against a metal bracket until electricity discovered a much shorter route to ground.
Related Articles
Exhaust Valve Control Solenoid Codes
- P0078 Code Explained: Exhaust Valve Control Solenoid Circuit Bank 1
- P0079 Code Explained: Exhaust Valve Control Solenoid Circuit Low Bank 1
- P0080 Code Explained: Exhaust Valve Control Solenoid Circuit High Bank 1
- P0084 Code Explained: Exhaust Valve Control Solenoid Circuit Bank 2
- P0086 Code Explained: Exhaust Valve Control Solenoid Circuit High Bank 2
Related Bank 2 Camshaft Codes
- P0023 Code Explained: “B” Camshaft Position Actuator Circuit Bank 2
- P0024 Code Explained: “B” Camshaft Timing Over-Advanced Bank 2
- P0025 Code Explained: “B” Camshaft Timing Over-Retarded Bank 2
- P0019 Code Explained: Crankshaft–Camshaft Correlation Bank 2 Sensor B
Previous P-Code Articles
- P0082 Code Explained: Intake Valve Control Solenoid Circuit Low Bank 2
- P0083 Code Explained: Intake Valve Control Solenoid Circuit High Bank 2
- P0084 Code Explained: Exhaust Valve Control Solenoid Circuit Bank 2
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