Driveable short-term. Repair within one week. P0013 means the PCM detected an open circuit, short to ground, or short to voltage in the Bank 1 exhaust camshaft VVT oil control valve (OCV) circuit. The solenoid actuator circuit is outside the expected voltage range.
What P0013 means
Variable valve timing (VVT) systems use oil control valve solenoids to direct pressurised engine oil to hydraulic cam phasers, allowing the ECM to advance or retard each camshaft's timing for optimum performance and emissions. P0013 is an electrical circuit fault on the Bank 1 exhaust camshaft OCV (labelled 'B' in SAE nomenclature because exhaust is the secondary cam). The PCM monitors the OCV circuit for voltage outside calibrated limits: the test fails if voltage stays high (short to battery voltage) or stays low (open circuit or short to ground) for a calibrated duration. On the Jeep 3.6L Pentastar, the PCM detects that the actual state of the VVT Intake Solenoid does not match the intended commanded state; on the Ford platform, the monitor checks the duty-cycle output directly. This is a circuit fault, not a mechanical timing fault — P0014 (over-advanced exhaust cam) would indicate a mechanical phaser problem.
Symptoms
- MIL illuminated; single-trip fault on most applications
- Rough or hunting idle as the exhaust cam defaults to a fixed retarded timing position
- Hesitation or flat spot under light throttle where exhaust cam advance is normally commanded
- Reduced high-rpm power output on V8 engines that rely on exhaust cam phasing for scavenging
- Oil sludge or burnt oil smell from the engine bay if a clogged OCV screen is the underlying cause
Common causes
- Open or high-resistance fault in the VVT exhaust OCV control circuit wire — the Jeep procedure specifies wiring resistance must be below 5.0 ohms between the solenoid connector and the PCM pinout connector; above that threshold indicates an open or high-resistance fault
- Short to ground or battery voltage in the OCV control wire — causes the measured duty-cycle output to saturate at 0% or 100%
- Failed OCV solenoid winding — internal coil open or short; measure winding resistance across the OCV terminals (specification varies by application: typically 7–15 ohms at room temperature)
- Contaminated or clogged OCV oil inlet screen — engine oil sludge blocks the solenoid inlet port, forcing the ECM to overdrive the solenoid; on Chrysler/Jeep applications, the PCM detects the mismatch between commanded and actual solenoid state
- Corroded or damaged OCV connector pins — moisture intrusion past the connector boot causes intermittent circuit faults
Severity & driving advice
Severity: moderate — VVT timing on the exhaust bank is disabled. A sludge-blocked OCV left unresolved risks cam phaser wear and oil passage damage.
Can I drive? Driveable short-term. Repair within one week.
Diagnostic approach
- Check battery voltage and clear any stored codes; confirm the DTC is active — The Jeep factory procedure specifies: with the scan tool, record freeze-frame data and clear DTCs in the PCM. Start the engine and allow it to reach normal operating temperature. Hold engine speed above 1,000 RPM for at least one minute — cam phasing does not activate at idle on many applications, so the DTC will not set unless the rpm condition is met. Re-check DTCs. If the code does not return, handle as an intermittent condition and inspect the OCV connector for corrosion.
- Check the OCV control circuit for open or high resistance — Turn the ignition off. Disconnect the PCM connector and the VVT exhaust OCV connector. Measure the resistance of the OCV control circuit wire between the OCV harness connector and the PCM harness connector (using the PCM Pinout Box to avoid damaging PCM terminals — Jeep specifies special tool #8815A for this test). A resistance above 5.0 ohms confirms an open circuit or high-resistance fault in the wiring; repair the harness before replacing the solenoid.
- Actuate the OCV with a scan tool and check for proper commanded operation — Reconnect the PCM connector. Using the scan tool, command the VVT exhaust OCV control to the ON (100%) duty-cycle position. On the Jeep platform, use a 12-volt test light connected to 12 V and probe the OCV control circuit in the OCV harness connector: the test light should be off at rest (no short to ground) and fully illuminated and bright at maximum command. If the test light does not illuminate brightly on command, the fault is in the PCM output driver or the supply voltage circuit — go to the PCM diagnosis step.
- Inspect the OCV connector, wiring, and solenoid condition — With the ignition off, examine the VVT exhaust OCV connector and wiring harness. Look for chafed, pierced, or pinched wires; bent, pushed out, or corroded terminals; and evidence of water intrusion past the connector seal. Wiggle the harness while monitoring the OCV circuit in live data — an intermittent open will cause momentary duty-cycle spikes. If physical damage is found, repair the harness first before any solenoid or PCM replacement.
- Replace the VVT OCV solenoid if wiring is good and the fault is confirmed — If the control circuit resistance is below 5.0 ohms, the actuation test confirms the PCM is commanding the solenoid, and the connector is clean, the OCV solenoid body itself is likely failed or mechanically stuck. Remove the OCV (bank 1 exhaust position) and check the oil inlet screen for sludge — clean with brake cleaner and compressed air if blocked. If the screen is clean but the solenoid resistance is out of specification or the solenoid does not click audibly when 12 V is applied to it directly, replace the OCV assembly and perform the powertrain verification test.
Make & model notes
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FAQ
Is P0013 the same as P0011 or P0014?
No. P0013 is an electrical circuit fault on the exhaust cam OCV — the wiring or solenoid is not electrically functional. P0011 means the Bank 1 intake cam is mechanically over-advanced (too much advance, a hydraulic or mechanical fault). P0014 means the Bank 1 exhaust cam is mechanically over-advanced. P0013 must be resolved electrically before assuming any mechanical cam timing problem.
What is the OCV resistance specification?
The specification varies by manufacturer. Toyota 1GR-FE/2GR-FE: 6.9–7.9 ohms at 20 degrees C. Chrysler/Stellantis 3.6L Pentastar: typically 7–12 ohms. Ford 5.0L: check the specific factory service information. Always measure at room temperature with the solenoid disconnected from the harness.
Can low engine oil pressure cause P0013?
Low oil pressure can cause the cam phaser to fail mechanically, which would more typically set P0014 (over-advanced timing) or P000B (slow response). P0013 is specifically an electrical circuit fault. However, if the PCM compensates for low oil pressure by over-driving the OCV duty cycle until it saturates at 100%, a short-to-power code might be logged. Check oil pressure and oil level as a first step on any VVT code.
How often should the OCV screens be cleaned?
There is no fixed service interval for OCV screens. The risk of screen blockage is proportional to engine oil change interval adherence. On engines with documented sludge issues (some Toyota V6, early Pentastar), cleaning the OCV screens at every 60,000-mile service is a reasonable preventive measure, particularly if oil changes have been deferred beyond the recommended interval.