If your OBD-II scanner displays P0086, the Engine Control Module (ECM) or Powertrain Control Module (PCM) has detected a higher-than-expected electrical condition in the Bank 2 exhaust valve control solenoid circuit.
The generic OBD-II definition for P0086 is:
Exhaust Valve Control Solenoid Circuit High Bank 2
Depending on the manufacturer or scan tool, the description may appear as:
- Exhaust Valve Control Solenoid Circuit High Bank 2
- Exhaust Valve Timing Control Solenoid Circuit High Bank 2
- Exhaust Camshaft Control Solenoid Circuit High Bank 2
- Exhaust Oil Control Valve Circuit High Bank 2
- Exhaust VVT Solenoid Circuit High Bank 2
- Exhaust Valve Control Solenoid Open or Short to Voltage Bank 2
Standard generic trouble-code lists place P0086 directly after P0084 and P0085:
- P0084: Exhaust Valve Control Solenoid Circuit Bank 2
- P0085: Exhaust Valve Control Solenoid Circuit Low Bank 2
- P0086: Exhaust Valve Control Solenoid Circuit High Bank 2
The exhaust valve control solenoid is part of the engine’s variable valve timing system. It regulates engine-oil flow to the Bank 2 exhaust camshaft actuator or cam phaser, allowing the PCM to adjust exhaust camshaft timing.
P0086 is primarily an electrical circuit code. Depending on the vehicle’s circuit design, it may be caused by:
- A disconnected solenoid
- An open solenoid coil
- A broken control wire
- Excessive circuit resistance
- A control wire shorted to voltage
- A damaged connector
- A failed PCM output driver
Possible symptoms include:
- Check Engine Light
- Rough or unstable idle
- Poor acceleration
- Reduced engine power
- Increased fuel consumption
- Hard starting
- Engine stalling
- Misfires
- Failed emissions inspection
- No obvious drivability symptoms
For more diagnostic information, visit:
P0086 Quick Facts
| Item | Information |
|---|---|
| OBD-II Code | P0086 |
| Description | Exhaust Valve Control Solenoid Circuit High Bank 2 |
| Category | Powertrain |
| System | Variable Valve Timing |
| Main Component | Exhaust Valve Control Solenoid |
| Affected Side | Bank 2 |
| Fault Type | High Circuit Voltage or Feedback |
| Common Electrical Cause | Open Circuit or Short to Voltage |
| Severity | Moderate |
| Safe to Drive? | Sometimes, for a short distance |
| Typical Repair Cost | $100–700 |
What Does P0086 Mean?
P0086 means the PCM sees voltage, current feedback, or output-driver behavior above its calibrated range in the Bank 2 exhaust valve control solenoid circuit.
The monitored circuit may include:
- Bank 2 exhaust valve control solenoid
- Solenoid power-supply wire
- PCM-controlled ground or driver wire
- Electrical connector
- Engine-control fuse or relay
- Engine wiring harness
- PCM output driver
On many vehicles, one solenoid terminal receives ignition voltage while the PCM controls the other terminal by switching it toward ground.
If the PCM commands the solenoid on but the control side remains at a high voltage, the PCM may infer that current cannot flow normally. Possible reasons include:
- Open solenoid winding
- Disconnected connector
- Broken control wire
- Excessive terminal resistance
- Control wire shorted to battery voltage
- PCM driver unable to pull the circuit low
The exact voltage thresholds and monitoring strategy vary by manufacturer, so the vehicle-specific wiring diagram and diagnostic chart should always take priority.
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, including many:
- V6 engines
- V8 engines
- V10 engines
- V12 engines
- Horizontally opposed engines
Inline engines normally have only one cylinder bank and typically would not use a Bank 2 designation for this circuit.
Bank 2 is not automatically:
- The driver side
- The passenger side
- The left side
- The right side
- The front cylinder head
- The rear cylinder head
Its location depends on the manufacturer’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 easy-to-reach solenoid and hoping it belongs to Bank 2 remains a popular strategy, but not one endorsed by wiring diagrams, logic, or successful repair outcomes.
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 controls pressurized 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
- Requested torque
- Vehicle speed
- Emissions strategy
Variable exhaust camshaft timing may improve:
- Idle stability
- Low-speed torque
- High-RPM breathing
- Fuel economy
- Internal exhaust-gas recirculation
- Turbocharger response
- Exhaust emissions
P0086 does not automatically mean the camshaft actuator, timing chain, or camshaft has failed. It means the PCM has detected an electrical fault in the circuit controlling the Bank 2 exhaust solenoid.
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 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 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 high, the PCM may:
- Disable Bank 2 exhaust VVT
- Hold the camshaft in a default position
- Store P0086
- Illuminate the Check Engine Light
- Limit engine performance on some applications
How the Exhaust Valve Control Solenoid Circuit Works
Many exhaust VVT solenoids use two wires:
- Ignition or relay-supplied voltage
- PCM-controlled ground
The PCM frequently operates the solenoid using pulse-width modulation, or PWM.
PWM allows the PCM to regulate:
- Solenoid current
- Internal spool position
- Oil flow
- Camshaft actuator movement
A common low-side-controlled circuit works like this:
- One solenoid terminal receives battery voltage.
- The PCM switches the other terminal toward ground.
- Current flows through the solenoid coil.
- The magnetic field moves the internal oil-control valve.
- Oil is routed to the camshaft actuator.
The PCM may monitor:
- Circuit voltage
- Solenoid current
- Coil resistance
- Output-driver feedback
- Commanded duty cycle
- Actual camshaft response
If the circuit stays near supply voltage when the PCM expects it to be pulled lower, P0086 may be stored.
What Does “Circuit High” Mean?
“Circuit high” means the PCM sees voltage or driver feedback above its expected range.
It does not automatically mean:
- Engine-oil pressure is high
- Exhaust camshaft timing is over-advanced
- Engine temperature is high
- Exhaust valve lift is excessive
- Alternator voltage is too high
The word “high” describes the monitored electrical circuit.
Common circuit-high conditions include:
- Disconnected solenoid
- Open solenoid coil
- Broken control wire
- Loose electrical connector
- Corroded or backed-out terminal
- Control circuit shorted to battery voltage
- Excessive circuit resistance
- Failed PCM driver
On a common low-side-controlled circuit, an open connection may leave the control side close to supply voltage because no current can flow through the solenoid.
P0084 vs P0085 vs P0086
| Code | Description | Typical Diagnostic Direction |
| P0084 | Exhaust Valve Control Solenoid Circuit Bank 2 | General circuit malfunction |
| P0085 | Exhaust Valve Control Solenoid Circuit Low Bank 2 | Short to ground, shorted coil, or low supply |
| P0086 | Exhaust Valve Control Solenoid Circuit High Bank 2 | Open circuit, disconnected solenoid, or short to voltage |
The generic code sequence is confirmed by standard OBD-II trouble-code lists.
P0086 is not the general circuit code. It specifically indicates a high electrical condition.
P0086 vs P0080
| Code | Affected Side |
| P0080 | Exhaust Valve Control Solenoid Circuit High Bank 1 |
| P0086 | Exhaust Valve Control Solenoid Circuit High Bank 2 |
Both codes indicate a circuit-high condition involving an exhaust VVT solenoid.
The difference is the affected cylinder bank.
If both codes are stored, inspect for a shared issue such as:
- Common power supply
- Shared engine-control relay
- Harness damage
- PCM power or ground problem
- Incorrect system voltage
- PCM driver or connector issue
Two solenoids can fail at once, but checking the components they share is usually faster and cheaper.
P0086 vs P0023
P0023 is generally defined as:
“B” Camshaft Position Actuator Circuit Bank 2
P0086 is defined as:
Exhaust Valve Control Solenoid Circuit High Bank 2
Depending on manufacturer terminology, both codes may involve the same Bank 2 exhaust oil-control valve.
The difference is usually:
- P0023 is a broader exhaust camshaft actuator-circuit fault.
- P0086 specifically identifies a high circuit condition.
Always follow the diagnostic procedure written for the exact:
- Vehicle
- Engine
- Model year
- Stored code
Symptoms of P0086
Possible P0086 symptoms include:
- Check Engine Light
- Rough idle
- Unstable idle speed
- Engine hesitation
- Poor throttle response
- Reduced acceleration
- Loss of low-RPM torque
- Reduced high-RPM power
- Increased fuel consumption
- Hard starting
- Extended cranking
- Engine stalling
- Misfires
- Higher exhaust emissions
- Failed emissions inspection
- Reduced-power mode
- No noticeable symptoms
The symptoms depend on:
- Engine design
- Default exhaust camshaft position
- Whether the fault is permanent
- Whether Bank 1 remains functional
- Oil condition
- Camshaft actuator condition
- Additional stored trouble codes
Some vehicles continue running with only a Check Engine Light and reduced fuel economy.
Others feel like one cylinder bank has been placed on an especially conservative performance plan.
Can P0086 Cause a Rough Idle?
Yes.
Exhaust camshaft timing affects:
- Valve overlap
- Exhaust-gas scavenging
- Internal EGR
- Manifold vacuum
- Combustion stability
- Residual exhaust gas
If the Bank 2 exhaust camshaft 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 position sensor faults
Confirm that the P0086 fault is active before assigning every idle complaint to the VVT system.
Can P0086 Cause Poor Acceleration?
Yes.
Exhaust camshaft timing contributes to:
- Cylinder scavenging
- Volumetric efficiency
- Torque production
- High-RPM breathing
- 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 higher RPM
- Slow to build boost
The engine may also feel uneven because the two banks are no longer following the same camshaft strategy.
Can P0086 Cause Misfires?
P0086 may contribute to Bank 2 misfires if incorrect exhaust timing affects:
- Exhaust-gas evacuation
- Valve overlap
- Cylinder filling
- Combustion stability
However, also check for:
- Spark-plug faults
- Ignition-coil failures
- Fuel-injector problems
- Vacuum leaks
- Low compression
- Mechanical timing issues
Bank 2 misfires do not automatically prove the exhaust VVT solenoid caused them.
They simply make the Bank 2 timing problem more relevant to the diagnosis.
Common Causes of P0086
1. Disconnected Bank 2 Exhaust VVT Solenoid
A disconnected solenoid is one of the most common causes of a circuit-high fault.
The connector may have been left unplugged during:
- Valve-cover replacement
- Intake manifold removal
- Timing-chain service
- Cylinder-head repair
- Engine replacement
- Oil-leak repair
- Previous VVT diagnosis
With the solenoid unplugged, the circuit may remain at or near supply voltage.
2. Open Solenoid Coil
The electrical winding inside the solenoid may break.
Possible causes include:
- Age
- Heat
- Vibration
- Internal corrosion
- Thermal cycling
- Manufacturing defect
An open solenoid normally measures:
- Infinite resistance
- Extremely high resistance
- No continuity
The PCM may detect that current does not flow when the solenoid is commanded.
3. Broken PCM Control Wire
The PCM control wire may break because of:
- Engine vibration
- Harness tension
- Heat exposure
- Incorrect routing
- Rodent damage
- Previous repairs
- Connector strain
The conductor may be broken inside insulation that still appears normal.
Pay close attention to the first several inches behind the solenoid connector.
4. Control Wire Shorted to Battery Voltage
The control wire may contact:
- Solenoid power feed
- Fuel-injector power circuit
- Ignition-coil power circuit
- Alternator wiring
- Battery-positive cable
- Incorrect accessory wiring
A short to voltage prevents the PCM from pulling the circuit low.
It may also damage the PCM output driver.
5. Loose Electrical Connector
A connector may appear installed but fail to make reliable contact because of:
- Broken locking tab
- Missing secondary lock
- Connector not fully seated
- Loose terminal
- Incorrect connector
- Damaged housing
A loose connector may set P0086 continuously or intermittently.
6. Backed-Out Connector Terminal
A terminal may slide backward when the connector is installed.
Inspect for:
- Uneven terminal depth
- Broken retaining tang
- Missing secondary lock
- Wire movement
- Terminal that sits deeper than the others
The connector housing can be fully attached while one terminal remains electrically disconnected.
7. Corroded Connector Terminals
Corrosion may increase resistance or interrupt current flow.
Inspect for:
- Green deposits
- White oxidation
- Darkened terminals
- Water intrusion
- Oil contamination
- Bent pins
- Spread terminals
- Damaged seals
Even modest resistance may affect a PCM-monitored actuator circuit.
8. Oil Inside the Connector
Engine oil may enter the connector through:
- Failed solenoid seal
- Valve-cover leak
- Internal oil migration
- Contaminated wiring harness
Oil can:
- Attract dirt
- Damage connector seals
- Reduce terminal contact
- Wick through wiring
- Contribute to intermittent open circuits
Repair the leak rather than repeatedly cleaning the same connector.
9. Water Intrusion
Water may enter through:
- Damaged connector seal
- Broken connector housing
- Unsealed splice
- Pressure washing
- Nearby coolant leak
Moisture may cause:
- Corrosion
- Terminal damage
- Intermittent open circuits
- Unstable resistance
10. Heat-Damaged Wiring
The Bank 2 exhaust-solenoid harness may run near:
- Exhaust manifold
- Turbocharger
- EGR pipe
- Cylinder head
- Hot coolant lines
Heat can make insulation:
- Brittle
- Cracked
- Melted
- Fused to adjacent wires
A melted wire may open or contact a powered circuit.
11. Chafed Engine Harness
The harness may rub against:
- Valve-cover edge
- Cylinder-head casting
- Intake manifold bracket
- Engine lifting point
- Wiring tray
- Metal retaining clip
Engine movement can turn minor insulation damage into an intermittent open or short-to-voltage condition.
12. Incorrect Previous Wiring Repair
Poor repairs may include:
- Twisted wires covered with tape
- Unsealed butt connectors
- Incorrect wire gauge
- Weak crimps
- Cold solder joints
- Incorrect terminal placement
- Wiring routed near exhaust heat
A wire may show voltage on a meter but still fail to carry the current required by the solenoid.
13. Incorrectly Wired Replacement Pigtail
A replacement connector may have:
- Power and control wires reversed
- Terminals installed in the wrong cavities
- Incorrect terminal type
- Weak crimps
- Poor weather sealing
Always verify the terminal layout with the wiring diagram.
Wire colors are useful, but they become considerably less trustworthy after someone has already “repaired” the harness.
14. Failed Exhaust Valve Control Solenoid
The solenoid may fail electrically or mechanically.
Electrical failures include:
- Open coil
- Excessive resistance
- Broken internal terminal
- Intermittent internal connection
- Short to housing
Mechanical failures include:
- Stuck spool valve
- Sludge buildup
- Varnish
- Blocked oil screen
- Metal contamination
P0086 points toward the electrical side first.
15. Incorrect Replacement Solenoid
An incorrect solenoid may have:
- Wrong coil resistance
- Incompatible connector
- Incorrect oil passages
- Different duty-cycle requirements
- Poor internal construction
A new part may still be:
- Incorrect
- Defective
- Counterfeit
- Cataloged for another engine
Fresh packaging remains a poor substitute for part-number verification and resistance testing.
16. Excessive Circuit Resistance
High circuit resistance may be caused by:
- Corroded splice
- Partially broken conductor
- Loose terminal
- Heat-damaged connector
- Weak relay contact
- Poor previous repair
A continuity test may pass even when the circuit cannot carry sufficient current.
Use voltage-drop testing under load.
17. Failed Fuse or Engine-Control Relay
Depending on circuit design, a fuse or relay problem may affect the PCM’s circuit feedback.
Inspect the shared:
- Engine-actuator fuse
- VVT fuse
- PCM relay
- Ignition relay
- Power-distribution splice
If several actuator codes are stored together, a shared power problem is more likely than several simultaneous component failures.
18. Poor PCM Connector Connection
The PCM connector may have:
- Corrosion
- Water intrusion
- Bent terminal
- Backed-out pin
- Loose locking lever
- Damaged seal
- Poor terminal tension
Follow the manufacturer’s procedure before disconnecting or testing PCM terminals.
19. PCM Power or Ground Problem
A PCM power or ground issue may interfere with:
- Solenoid control
- Circuit monitoring
- Output-driver operation
- Diagnostic feedback
Inspect:
- Battery voltage
- PCM ignition feed
- PCM constant power
- PCM ground circuits
- Engine ground straps
- Body grounds
Multiple unrelated circuit codes make a shared PCM power or ground problem more likely.
20. Low Engine Oil Level
Low oil does not normally create a circuit-high electrical fault directly.
However, the VVT system still depends on adequate oil volume and pressure.
Low oil may cause:
- Slow camshaft response
- Cam phaser noise
- Solenoid sticking
- Additional timing codes
- Low oil pressure
Always verify oil level before commanding the VVT system.
21. Dirty or Sludged Engine Oil
Contaminated oil may restrict:
- Solenoid spool movement
- Solenoid filter screen
- Cylinder-head oil passages
- Camshaft actuator movement
Dirty oil is more likely to create timing-performance codes than P0086, but it may coexist with an electrically failed solenoid.
An oil change cannot reconnect a broken wire, although it may prevent the repaired system from immediately discovering a separate hydraulic problem.
22. Incorrect Oil Viscosity
Oil that is too thick or too thin may cause:
- Delayed camshaft response
- Poor cold-start operation
- Low hot-idle pressure
- Cam phaser noise
- Timing-performance faults
Use the manufacturer-specified:
- Oil viscosity
- Oil standard
- Oil filter
23. Restricted Solenoid Screen
Some exhaust VVT solenoids contain a fine oil screen.
It may become restricted by:
- Sludge
- Varnish
- Metal particles
- Gasket material
- Excessive silicone sealant
A blocked screen usually causes a hydraulic performance problem rather than an electrical circuit-high fault.
Inspect it if camshaft response remains poor after P0086 is repaired.
24. PCM Software Issue
A calibration issue may cause the PCM to:
- Misinterpret output-driver feedback
- Command the solenoid incorrectly
- Store P0086 prematurely
- Remain in failsafe mode
Check current vehicle-specific information for:
- Technical service bulletins
- Calibration updates
- Reprogramming instructions
- Revised diagnostic procedures
25. Failed PCM Driver
The PCM driver may be unable to pull the Bank 2 exhaust-solenoid circuit low.
Possible causes include:
- Previous short to battery voltage
- Shorted solenoid
- Excessive current
- Water intrusion
- Internal electronic failure
Only suspect the PCM after confirming:
- Correct solenoid resistance
- Proper supply voltage
- Control-wire continuity
- No short to voltage
- Connector integrity
- PCM powers and grounds
- Correct software level
Replacing the PCM before checking whether the solenoid is plugged in remains an expensive way to discover a very inexpensive mistake.
Is P0086 Serious?
P0086 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
- Unavailable under load
- Unable to follow PCM commands
Possible consequences include:
- Reduced engine performance
- Rough idle
- Poor fuel economy
- Increased emissions
- Hard starting
- Engine stalling
- Misfires
- Failed emissions inspection
P0086 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 is overheating
- Multiple timing-correlation codes are stored
- The engine enters reduced-power mode
Can You Drive With P0086?
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
- Bank 2 misfires are severe
- Timing-correlation codes are present
- Engine will not start reliably
P0086 usually does not cause immediate internal engine damage by itself.
Driving with low oil pressure, severe mechanical noise, or wiring that is actively overheating is another matter.
How to Diagnose P0086
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 diagnostic information.
Step 2: Confirm the Code Definition
Verify that the scan tool identifies P0086 as:
Exhaust Valve Control Solenoid Circuit High Bank 2
The standard sequence is:
- P0084: general circuit fault
- P0085: circuit low
- P0086: circuit high
Step 3: Identify Bank 2
Locate:
- Cylinder number 1
- Bank 1
- The 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 any oil issue before performing active VVT tests.
Step 5: Inspect Oil Condition
Look for:
- Sludge
- Varnish
- Fuel dilution
- Coolant contamination
- Metal debris
- Incorrect viscosity
- Excessively long service interval
Perform an oil and filter change when necessary, but continue electrical testing because P0086 is a circuit-high 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 Bank 2 exhaust camshaft oil passage
Use factory service information to identify the correct component.
Step 7: Confirm the Connector Is Attached
Before advanced testing, verify that the connector is:
- Installed
- Fully seated
- Locked
- Attached to the correct solenoid
- Free of broken locking tabs
An unplugged solenoid is one of the simplest and most common explanations for a circuit-high condition.
Step 8: Inspect the Connector
Disconnect the connector and inspect for:
- Bent pins
- Corrosion
- Oil contamination
- Water intrusion
- Backed-out terminals
- Spread terminals
- Heat damage
- Damaged seals
Repair connector damage before replacing the solenoid.
Step 9: Inspect the Wiring Harness
Follow the harness toward the PCM and power-distribution system.
Look for:
- Broken wires
- Chafed insulation
- Melted sections
- Pinched wiring
- Rodent damage
- Poor splices
- Contact with hot components
- Missing retainers
- Harness tension
Pay particular attention to areas disturbed during recent repairs.
Step 10: Check Fuses and Relays
Identify any fuse or relay supplying:
- Bank 2 exhaust solenoid
- Both exhaust solenoids
- All VVT solenoids
- Other engine actuators
If several related actuator codes are present, test the shared supply before replacing individual components.
Step 11: Measure Solenoid Resistance
Disconnect the solenoid and measure resistance across its terminals.
Compare the result with the manufacturer’s specification.
Possible findings include:
- Infinite resistance: open coil
- Excessively high resistance: damaged winding or internal connection
- Very low resistance: shorted coil
- Correct resistance: continue circuit testing
Do not use a generic resistance specification from another engine.
Step 12: Compare Bank 1 and Bank 2
If both exhaust solenoids are identical, compare:
- Coil resistance
- Supply voltage
- Current draw
- Connector condition
- Control waveform
A major difference may help isolate the failed component.
Confirm matching part numbers before treating Bank 1 as the known-good reference.
Step 13: Test Each Terminal Against the Housing
When permitted by service information, measure resistance between each solenoid terminal and the solenoid body.
Unexpected continuity may indicate:
- Internal short
- Coil-insulation failure
- Internal contamination
Step 14: Reconnect or Substitute a Known-Good Load
When approved by the manufacturer, connect:
- A known-good solenoid
- A specified test load
- An appropriate resistor
Observe whether the circuit-high status changes.
If the circuit returns to normal with a known-good load, the original solenoid may have an open coil.
Do not attach an arbitrary test lamp to a PCM circuit.
The module is expensive enough without experimental electrical loads.
Step 15: Verify Supply Voltage
With the ignition on, identify the power-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 16: Load-Test the Supply Circuit
A high-impedance meter may show normal voltage through a corroded connection.
Perform an approved loaded test across:
- Fuse
- Relay contacts
- Power wire
- Shared splice
- Connector terminal
Voltage that collapses under load indicates excessive resistance.
Step 17: Test the PCM Control Wire for an Open
Disconnect the PCM and solenoid as directed.
Measure continuity between the solenoid connector and PCM terminal.
Check for:
- Infinite resistance
- Excessive resistance
- Broken splice
- Incorrect terminal location
- Intermittent connection
Move the harness while monitoring resistance.
Step 18: Test for a Short to Battery Voltage
With the PCM and solenoid disconnected, determine whether the control wire receives voltage from another circuit.
Possible sources include:
- Solenoid power feed
- Injector power
- Ignition-coil power
- Alternator wiring
- Aftermarket electrical accessories
A control wire held at battery voltage can prevent the PCM from controlling the solenoid and may damage its output driver.
Step 19: Test for a Short Between Circuits
Inspect whether the Bank 2 exhaust-solenoid control wire is contacting:
- Bank 1 VVT wiring
- Intake VVT wiring
- Injector wiring
- Ignition wiring
- Heated oxygen-sensor wiring
- Charging-system wiring
Heat-damaged harnesses may fuse multiple wires together internally.
Step 20: 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 force an oversized meter probe into the connector.
Creating a loose terminal while checking for a loose terminal is impressively efficient but diagnostically unhelpful.
Step 21: Perform Voltage-Drop Testing
With the circuit operating, measure voltage drop across:
- Power-supply wire
- Fuse
- Relay contacts
- Solenoid connector
- PCM control wire
- PCM grounds
Excessive voltage drop indicates unwanted resistance.
Step 22: 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 Bank 2 exhaust-camshaft angle
- Actual Bank 2 exhaust-camshaft angle
- Engine idle speed
Possible results include:
- No current: open circuit or open solenoid
- Circuit remains high: open control wire, short to voltage, or failed PCM driver
- Electrical response without camshaft movement: hydraulic or mechanical problem
- Normal response: intermittent wiring fault or stored history code
Step 23: Measure Solenoid Current
A low-current clamp may reveal:
- Zero current: open circuit
- Low current: excessive resistance
- Excessive current: shorted coil
- Intermittent current: loose connection
Compare the reading with:
- Manufacturer specifications
- Bank 1 exhaust-solenoid current
- A known-good vehicle
Step 24: Examine the PWM Waveform
An oscilloscope can display:
- Duty cycle
- Voltage amplitude
- PCM switching
- Current ramp
- Driver shutdown
- Intermittent dropouts
A circuit that remains near battery voltage when commanded may indicate:
- Disconnected solenoid
- Open solenoid coil
- Broken control wire
- Short to voltage
- Failed PCM driver
Step 25: Perform a Wiggle Test
Monitor 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 appearing or disappearing
- Code status changes
- Idle changes
- Camshaft response returning
Step 26: Inspect the Solenoid Mechanically
If the electrical circuit passes but camshaft response remains poor, remove the solenoid.
Inspect for:
- Sludge
- Varnish
- Metal debris
- Damaged filter screen
- Stuck spool valve
- Broken O-ring
- Excessive silicone sealant
Mechanical restrictions generally produce performance codes, but they may exist alongside P0086.
Step 27: 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 include:
- No electrical command: circuit or PCM problem
- 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 problem
Step 28: Swap Solenoids Only When Approved
If the 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
- P0086 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 29: Check Engine Oil Pressure
If the electrical circuit passes but timing response remains poor, verify 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 correctly without adequate oil pressure.
Step 30: 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 31: Check Technical Service Bulletins
Search current manufacturer information using:
- VIN
- Model year
- Engine code
- P0086
- Solenoid part number
- PCM calibration number
- Related trouble codes
Possible factory corrections may include:
- Updated solenoid
- Revised wiring
- Connector repair
- Harness relocation
- PCM software update
- Revised diagnostic procedure
Step 32: Evaluate the PCM Driver
Only consider PCM failure after confirming:
- Solenoid resistance is correct
- Supply voltage is correct
- Control wire has continuity
- Control circuit is not shorted to voltage
- Connector terminals are secure
- PCM powers and grounds are correct
- Software is current
If the driver cannot pull the circuit low after all external tests pass, the PCM may require:
- Software update
- Module repair
- Replacement and programming
Step 33: 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 P0086 does not return.
Common Repairs and Costs
| Repair | Estimated Cost |
| Reconnect or reseat solenoid 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 open or 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 exhaust 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 costs depend on:
- Vehicle design
- Solenoid accessibility
- Wiring location
- Labor rate
- Oil contamination
- Additional timing faults
- Module-programming requirements
A disconnected solenoid may require less than a minute to reconnect.
A broken control wire hidden beneath the intake manifold may require several hours and a rapidly expanding collection of removed engine covers.
Common Diagnostic Mistakes
Avoid these common P0086 diagnostic mistakes:
- Confusing P0086 with P0084 or P0085
- Calling P0086 the general circuit code
- Assuming “circuit high” means high oil pressure
- Replacing the solenoid without testing its coil
- Ignoring an unplugged connector
- Misidentifying Bank 2
- Confusing intake and exhaust solenoids
- Testing only the power wire
- Failing to test for a short to voltage
- Checking continuity without load-testing the circuit
- Using generic solenoid resistance values
- Replacing the cam phaser before testing the circuit
- Replacing the PCM before inspecting connector terminals
- Assuming a new aftermarket solenoid must be good
- Failing to verify the repair with active scan-tool testing
P0086 is an electrical circuit-high code.
Replacing the timing chain before checking the solenoid connector is not impossible. It is simply an unusually expensive method of avoiding a multimeter.
Vehicles Commonly Affected
P0086 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 circuit layout, thresholds, component location, and test procedure vary by application.
P0086 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 may include:
- Bank 2 solenoid resistance
- Connector condition
- Solenoid supply voltage
- PCM control-wire continuity
- Short to battery voltage
- Shared actuator fuse
- Engine-oil level and condition
P0086 should be treated as the high-circuit member of the P0084–P0086 code group, but the exact Hyundai or Kia test thresholds depend on the engine and model year.
P0086 on Nissan and Infiniti Vehicles
Nissan and Infiniti may refer to the component as the:
Exhaust Valve Timing Control Solenoid Valve
Possible causes include:
- Open solenoid coil
- Disconnected connector
- Broken ECM control wire
- Harness short to voltage
- Corroded terminal
- 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
P0086 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
- Harness 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 rather than assuming the same bank arrangement applies to every Toyota or Lexus V-engine.
P0086 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:
- Open Bank 2 exhaust VCT solenoid
- Connector damage
- Harness chafing
- Missing actuator supply
- Control wire shorted to voltage
- PCM driver fault
If multiple VCT codes are present, inspect shared electrical supplies, relays, grounds, and harness routing.
P0086 on General Motors Vehicles
General Motors may call the component the:
- Exhaust camshaft position actuator solenoid
- Camshaft actuator solenoid valve
Possible causes include:
- Open solenoid coil
- Loose engine-harness connector
- Damaged ignition-voltage feed
- Control circuit shorted to voltage
- Incorrect solenoid
- ECM driver failure
If several camshaft-actuator codes appear together, inspect their shared ignition-voltage circuit before replacing multiple solenoids.
P0086 After Engine Repairs
If P0086 appears after:
- Valve-cover replacement
- Cylinder-head repair
- Timing-chain service
- Engine replacement
- Intake manifold removal
- Solenoid replacement
inspect for:
- Solenoid connector left unplugged
- Connector attached to the wrong component
- Harness pinched beneath a bracket
- Terminal pulled from the connector
- Incorrect solenoid installed
- Replacement pigtail wired incorrectly
- 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 capable of calculating camshaft position several times per second. It remains unable to reconnect the plug left hanging next to the valve cover.
P0086 After Replacing the VVT Solenoid
If P0086 appears after installing a new solenoid, verify:
- Correct part number
- Correct Bank 2 location
- Correct exhaust position
- Connector fully seated
- Terminal alignment
- Coil resistance
- Pigtail wiring
- Solenoid-pin condition
A replacement component may still be:
- Defective
- Incorrect
- Electrically incompatible
- Installed on the wrong bank
- Installed in the intake position
Do not condemn the PCM merely because the replacement solenoid arrived in a clean box.
Can Dirty Oil Cause P0086?
Dirty oil may contribute to hydraulic VVT problems, but P0086 specifically identifies a high electrical circuit condition.
Dirty oil may cause:
- Solenoid spool sticking
- Restricted oil screen
- Slow camshaft response
- Cam phaser noise
- P0024 or P0025
Dirty oil does not directly explain:
- Disconnected connector
- Open solenoid coil
- Broken control wire
- Short to battery voltage
Check the oil, but continue electrical diagnosis.
Can Low Oil Cause P0086?
Low oil is not normally the direct cause of a circuit-high electrical code.
However, low oil may cause:
- Poor VVT response
- Cam phaser noise
- Additional timing codes
- Low oil pressure
- Solenoid sticking
Correct the oil level before performing active tests, but do not assume adding oil will repair an open circuit.
Can a Bad VVT Solenoid Cause P0086?
Yes.
An exhaust VVT solenoid may cause P0086 if its internal coil is:
- Open
- Excessively resistive
- Intermittently disconnected
- Broken at an internal terminal
Measure coil resistance and compare it with the vehicle-specific specification.
Can a Bad Camshaft Position Sensor Cause P0086?
A camshaft position sensor is not a common direct cause of P0086.
The camshaft sensor reports position, while P0086 monitors the exhaust valve control solenoid circuit.
A failed camshaft sensor is more likely to set:
- Camshaft position sensor code
- Camshaft correlation code
- VVT performance code
- Starting or stalling complaint
Diagnose all stored codes together.
Can a Blown Fuse Cause P0086?
Possibly, depending on circuit design and the PCM’s monitoring strategy.
A blown fuse may remove power from:
- Bank 2 exhaust solenoid
- Both exhaust solenoids
- Multiple VVT solenoids
- Other engine actuators
If several circuit codes appear together, inspect the shared fuse and relay before replacing individual components.
Find the cause before installing another fuse.
A fuse is not a maintenance item. It is the circuit’s strongly worded objection to excessive current.
How to Prevent P0086
Reduce the likelihood of P0086 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 retainers
- Keeping wiring away from exhaust heat
- Inspecting wiring after engine repairs
- Using OEM-quality VVT solenoids
- Avoiding oversized electrical test probes
- Repairing damaged wiring before it shorts to voltage
Frequently Asked Questions
What does P0086 mean?
P0086 means the PCM has detected a higher-than-expected electrical condition in the Bank 2 exhaust valve control solenoid circuit.
What is the full definition of P0086?
The generic definition is:
Exhaust Valve Control Solenoid Circuit High Bank 2
Is P0086 the 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 high mean?
Circuit high means the monitored voltage or PCM driver feedback is above the expected range.
Common causes include:
- Open circuit
- Disconnected solenoid
- Broken control wire
- Short to battery voltage
- Failed PCM driver
Does circuit high mean high engine-oil pressure?
No.
The word “high” refers to the electrical circuit signal, not engine-oil pressure.
What causes P0086 most often?
Common causes include:
- Disconnected Bank 2 exhaust VVT solenoid
- Open solenoid coil
- Broken control wire
- Corroded connector
- Short to battery voltage
- Incorrect replacement solenoid
- PCM driver fault
Is P0086 serious?
P0086 is moderately serious.
The engine may continue running, but performance, idle quality, fuel economy, and emissions may be affected.
Can I drive with P0086?
Possibly for a short distance if:
- Oil pressure is normal
- Engine runs reasonably smoothly
- No severe timing noise is present
- Power loss is mild
Stop driving if the oil-pressure warning appears, the engine rattles, it stalls, or power loss becomes severe.
Can P0086 cause rough idle?
Yes.
Loss of Bank 2 exhaust camshaft control may cause rough idle, surging, misfires, or stalling.
Can P0086 cause poor acceleration?
Yes.
The engine may lose torque and throttle response if Bank 2 exhaust camshaft timing cannot be adjusted.
Can an unplugged VVT solenoid cause P0086?
Yes.
A disconnected solenoid may create an open circuit and leave the monitored control circuit at a high voltage.
Can broken wiring cause P0086?
Yes.
An open control wire or a control wire shorted to battery voltage can set P0086.
Can dirty oil cause P0086?
Dirty oil can contribute to hydraulic VVT problems, but P0086 requires electrical testing because it identifies a circuit-high condition.
What is the difference between P0084 and P0086?
P0084 indicates a general Bank 2 exhaust valve control solenoid circuit malfunction.
P0086 specifically indicates that the circuit signal is above the expected range.
What is the difference between P0085 and P0086?
P0085 indicates a low circuit condition.
P0086 indicates a high circuit condition.
What is the difference between P0080 and P0086?
P0080 affects the Bank 1 exhaust valve control solenoid circuit.
P0086 affects the Bank 2 circuit.
Can I test the VVT solenoid with a multimeter?
Yes.
Common tests include:
- Coil resistance
- Short to housing
- Supply voltage
- Control-wire continuity
- Short to battery voltage
- Voltage drop
Use vehicle-specific specifications.
Can I apply battery voltage directly to the solenoid?
Only if the manufacturer’s test procedure permits it.
Incorrect polarity, continuous power, or excessive current may damage the solenoid or circuit.
Does a replacement VVT solenoid require programming?
Usually not.
The vehicle may require:
- Code clearing
- Drive cycle
- Camshaft relearn
- Oil service
- PCM adaptation
A replacement PCM requires programming.
How much does P0086 cost to repair?
A basic Bank 2 exhaust VVT solenoid replacement typically costs approximately $150–500.
Wiring, connector, PCM, camshaft-actuator, or timing-system repairs may cost substantially more.
Final Thoughts
The P0086 code means the PCM has detected a high electrical condition in the Bank 2 exhaust valve control solenoid circuit.
The most common causes include:
- Disconnected Bank 2 exhaust VVT solenoid
- Open solenoid coil
- Broken PCM control wire
- Control circuit shorted to battery voltage
- Loose or corroded connector
- Excessive circuit resistance
- Incorrect replacement solenoid
- Failed PCM driver
Start diagnosis by:
- Confirming P0086 is the Bank 2 circuit-high code.
- Scanning for related trouble codes.
- Correctly identifying Bank 2.
- Checking engine-oil level and condition.
- Confirming the exhaust solenoid is connected.
- Inspecting connector terminals.
- Measuring solenoid resistance.
- Verifying supply voltage.
- Testing control-wire continuity.
- Checking for a short to battery voltage.
- 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 high” as high oil pressure or an over-advanced camshaft.
P0086 means the electrical circuit remains above the level the PCM expects. On many systems, that points toward an open solenoid, disconnected connector, broken control wire, excessive resistance, or unwanted battery voltage.
The repair may be as simple as reconnecting one plug.
It may also involve following a broken wire through a harness routed beneath enough brackets and plastic covers to make a two-wire circuit feel like a minor archaeological project.
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
- P0085 Code Explained: Exhaust Valve Control Solenoid Circuit Low 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
Next Codes
- P0087 Code Explained: Fuel Rail/System Pressure Too Low
- P0088 Code Explained: Fuel Rail/System Pressure Too High
- P0089 Code Explained: Fuel Pressure Regulator 1 Performance
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