P0029 – Exhaust Valve Control Solenoid Circuit Range/Performance Bank 2

P0029 is an OBD-II trouble code that points to a problem with the exhaust valve control on Bank 2 of your engine. In plain language, your ECU is not happy with how the exhaust cam timing is responding on one side of the engine. This can be caused by low oil, a sticky oil control valve, wiring issues, or internal engine wear. You might notice poor performance, rough running, or just a check engine light. If you catch it early, repairs are usually manageable and can prevent much more expensive engine damage.

What Does P0029 Mean?

P0029 stands for “Exhaust Valve Control Solenoid Circuit Range/Performance (Bank 2).” Your engine computer (ECU) uses oil pressure and an electrically controlled solenoid to adjust the exhaust camshaft timing. When the ECU commands a certain position and the cam doesn’t respond as expected, it sets this code.

“Bank 2” refers to the cylinder bank that does not contain cylinder #1 on a V6, V8, or flat engine. On inline engines, some manufacturers still use this code to identify a specific cam or side of the head. The issue is usually in the exhaust cam phaser system, the oil control solenoid, or its wiring.

Quick Reference

• Code: P0029
• Meaning: Exhaust valve control solenoid circuit range/performance, Bank 2
• Common Causes: Low/dirty oil, bad exhaust VVT solenoid, wiring faults, cam phaser issues
• Typical Symptoms: Check engine light, rough idle, loss of power, poor fuel economy
• Severity: Moderate – driveable but should be fixed soon to avoid engine damage

Real-World Example / Field Notes

In the shop, I see P0029 a lot on higher-mileage V6 engines that haven’t had regular oil changes. A common pattern: the owner comes in with a check engine light and mild hesitation on acceleration. Scan tool shows P0029, sometimes with a companion code for cam timing. The oil is dark and low, and the exhaust VVT solenoid screen is packed with sludge. After an oil change, flushing debris, and replacing the solenoid, the cam timing data on the scan tool snaps back into spec and the code doesn’t return.

Symptoms of P0029

• Check engine light on: The most obvious sign is the MIL illuminated with stored code P0029.
• Rough idle: Unstable or shaky idle due to incorrect exhaust cam timing on Bank 2.
• Loss of power: Reduced acceleration, especially at low to mid RPM, as valve timing is no longer optimized.
• Poor fuel economy: Increased fuel consumption because the engine can’t breathe efficiently.
• Hard starting: Extended cranking or stumbling start if valve timing is significantly off.
• Engine noise: In some cases, ticking or rattling from the timing chain or cam phaser area.
• Intermittent drivability issues: Surging, hesitation, or flat spots when the ECU tries to adjust cam timing.

Common Causes of P0029

Most Common Causes

• Low or dirty engine oil: Variable valve timing (VVT) relies on clean oil at proper pressure. Old, thick, or low oil can prevent the cam phaser from moving as commanded.
• Faulty exhaust VVT solenoid (OCV) on Bank 2: The oil control valve that directs oil to the exhaust cam phaser can stick, clog, or fail electrically.
• Clogged oil passages or screens: Sludge buildup in the VVT feed ports or solenoid screen restricts oil flow to the cam phaser.
• Wiring or connector issues: Corroded terminals, broken wires, or poor connections at the exhaust cam solenoid on Bank 2 can cause range/performance problems.
• Incorrect oil viscosity: Oil that is too thick or too thin for the engine spec can delay or limit cam phaser movement.

Less Common Causes

• Worn or sticking cam phaser (exhaust, Bank 2): Internal wear or sticking vanes in the phaser can prevent accurate timing changes.
• Timing chain stretch or misalignment: Excessive chain wear, weak tensioner, or incorrect timing after engine work can cause the ECU to see out-of-range cam positions.
• Faulty camshaft position sensor (Bank 2 exhaust): A weak or erratic sensor signal can make the ECU think the cam isn’t responding correctly.
• ECU software or internal fault: Rare, but sometimes a PCM update or, in worst cases, replacement is needed after all mechanical issues are ruled out.
• Previous engine repairs done incorrectly: Mis-timed cams, swapped solenoids, or pinched harnesses after head or timing work.

Diagnosis: Step-by-Step Guide

You’ll want a basic tool set, a good OBD-II scan tool (ideally with live data and Mode $06), a digital multimeter, and access to wiring diagrams and service information for your specific vehicle. A mechanical oil pressure gauge is helpful if you suspect low oil pressure.

1. Confirm the code and check for companions: Scan the ECU for P0029 and any related codes (cam position, VVT, oil pressure). Note freeze-frame data to see when the fault occurred.
2. Inspect oil level and condition: Check the dipstick. If oil is low, burnt, or very dirty, correct this first with the proper viscosity oil and a quality filter.
3. Visual inspection of Bank 2 VVT solenoid and wiring: Locate the exhaust cam solenoid on Bank 2. Look for damaged wiring, oil-soaked connectors, broken clips, or corrosion.
4. Electrical tests on the solenoid: With the key off, unplug the solenoid and measure resistance with a multimeter. Compare to spec. Check for short to ground or power. With key on, verify the ECU is sending proper voltage when commanded.
5. Check for oil sludge or blockage: Remove the Bank 2 exhaust VVT solenoid (if accessible) and inspect the screen and oil passages. Clean or replace if clogged with debris.
6. Monitor live data: With a capable scan tool, watch desired vs. actual exhaust cam angle on Bank 2 while revving the engine. If the commanded change doesn’t match actual movement, suspect the solenoid, phaser, or oil pressure.
7. Verify oil pressure (if needed): If you suspect low oil pressure, install a mechanical gauge and compare readings to factory specs at idle and higher RPM.
8. Check timing components (advanced): If all external checks pass and the code persists, inspect timing chain/belt alignment, tensioner condition, and cam phaser for wear or sticking.
9. Clear codes and road test: After repairs, clear the code and perform a road test while monitoring cam timing data. Ensure P0029 does not return under similar conditions.

Pro tip: Before throwing parts at the problem, always look at live cam timing data. If Bank 1 behaves normally and Bank 2 lags or overshoots, you can quickly narrow down whether you’re dealing with a solenoid, oil issue, or mechanical timing problem.

Possible Fixes & Repair Costs

Repairs for P0029 range from simple maintenance to more involved mechanical work. A basic oil and filter change using the correct viscosity may be all you need if the issue is caught early and sludge is minimal. Replacing a Bank 2 exhaust VVT solenoid is also common and usually straightforward. In more severe cases, you may need timing chain, cam phaser, or wiring repairs.

• Oil and filter change: $50–$150, depending on oil type and shop rates.
• Exhaust VVT solenoid (Bank 2) replacement: Parts and labor typically $150–$450.
• Wiring/connector repair: $100–$300, depending on access and harness damage.
• Cam phaser or timing chain repair: $600–$1,800+ due to labor-intensive work.
• Camshaft position sensor replacement: $120–$350 in most vehicles.

Costs vary with engine design, labor rates in your area, and how much disassembly is needed. Luxury and turbocharged engines often sit at the higher end of the range.

Can I Still Drive With P0029?

In many cases, you can still drive with P0029 for a short time, especially if the only symptom is a check engine light and mild performance loss. However, you’re driving with a cam timing system that isn’t working correctly. If the underlying cause is low oil, sludge, or timing chain wear, continued driving can accelerate engine damage. If you notice rough running, rattling noises, or the engine goes into limp mode, you should park the vehicle and have it inspected as soon as possible.

What Happens If You Ignore P0029?

Ignoring P0029 can turn a moderate repair into a major one. Prolonged incorrect cam timing can increase internal wear, overheat the catalytic converter, and stress the timing chain and phasers. What might start as a dirty oil or weak solenoid issue can eventually lead to stretched chains, failed phasers, and in worst cases, valve or piston damage, all of which are far more expensive than addressing the code early.

Last updated: February 13, 2026

Vehicles Commonly Affected by P0029

P0029 shows up most often on engines with variable valve timing and multiple cylinder banks. You’ll commonly see it on:

• Audi and Volkswagen V6 and turbocharged engines with VVT on both banks.
• BMW inline-6 and V8 engines using VANOS and Valvetronic systems.
• Hyundai and Kia V6 and some 4-cylinder GDI engines with dual CVVT.
• GM V6 and V8 engines (Chevrolet, GMC, Cadillac) with active cam phasing.
• Nissan and Infiniti VQ-series V6 and some V8 engines.
• Subaru H4 and H6 engines with AVCS on intake and exhaust cams.

Any modern V6 or V8 with dual overhead cams and VVT on both banks can potentially set P0029 if oil maintenance is neglected or timing components begin to wear.