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Home / DTC / P0029 — Exhaust Valve Control Solenoid Circuit Range/Performance Bank 2

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

Detailed page for trouble code P0029.

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Code

P0029

Generic P — Powertrain

Exhaust Valve Control Solenoid Circuit Range/Performance Bank 2

Brand: Generic
Type: P — Powertrain
Views: UK: 24 EN: 27 RU: 32
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Faulty exhaust VVT/solenoid actuator (bank 2)
  • Damaged/open/shorted wiring or poor connector to the VVT solenoid
  • Low engine oil level or dirty/contaminated oil (restricts solenoid flow)
  • Clogged VVT solenoid screen or oil passages
  • Faulty camshaft phaser (stuck, seized, or mechanically damaged)
  • Faulty PCM/ECM or software anomaly

Symptoms

  • Check Engine Light (MIL) illuminated (P0029 stored)
  • Rough idle or unstable idle speed
  • Reduced engine power or poor acceleration
  • Decreased fuel economy
  • Increased exhaust emissions or failed emissions test
  • Unusual engine noise (ticking or knocking) if phaser is mechanically compromised

What to check

  • Read and record freeze frame data and any accompanying codes (other VVT/cam/crank codes)
  • Inspect engine oil level and condition; verify correct oil grade and viscosity
  • Visually inspect wiring harness and connector at the bank 2 exhaust VVT solenoid for damage, corrosion, or loose pins
  • Using a scan tool, monitor commanded VVT duty cycle/position vs actual camshaft position and camshaft timing offsets
  • Measure VVT solenoid coil resistance with a multimeter and compare to spec
  • Backprobe solenoid connector with scope or meter to verify PWM control voltage and ground while cranking/running

Signal parameters

  • Control type: PCM-controlled PWM (pulse-width modulation) signal — duty cycle 0–100%
  • Typical control voltage: ~0–12 V (vehicle battery reference) depending on circuit design
  • Common PWM frequency range: tens to a few hundred Hz (vehicle-specific)
  • Typical VVT solenoid coil resistance (generic): approximately 6–30 ohms (varies by manufacturer) — compare to OEM spec
  • Expected camshaft position change when commanded: cam timing should move within a few degrees of commanded value (scan-tool live data)

Diagnostic algorithm

  1. Retrieve DTCs, freeze frame, and inspect for related codes (cam/crank/Oil pressure). Clear codes and attempt to reproduce.
  2. Check engine oil level, quality, and service history; top up or change oil if low/contaminated and retest.
  3. Visually inspect the wiring and connector at the bank 2 exhaust VVT solenoid for corrosion, loose terminals, or chafing; repair as needed.
  4. With ignition off, disconnect the VVT solenoid and measure coil resistance; compare to OEM spec. Replace solenoid if out of range.
  5. With connector connected, backprobe the control circuit while engine is running or cranking: verify presence of switched battery voltage and PCM-controlled PWM/ground. Use a lab scope for waveform verification.
  6. Apply direct battery voltage (bench test) carefully to the solenoid to confirm it actuates (observe movement/flow) — only if safe and per vehicle service info.
  7. If electrical signals are correct and solenoid functions, inspect cam phaser/timing chain for mechanical faults or timing offset using cam/crank correlation tests.
  8. If wiring and solenoid check good but issue persists, inspect fuses/relays and consider PCM reflash or replacement as a last step.
  9. After repair or component replacement, clear codes and perform road test while monitoring VVT command vs actual; confirm no reoccurrence.

Likely causes

  • Failed or sticking exhaust VVT solenoid (most common)
  • Wiring harness damage or poor connector/clips (corrosion, bent pins)
  • Contaminated or low oil causing solenoid sticking
  • Cam phaser mechanical failure

Fault status

⚠️ Status
PCM detected exhaust valve control solenoid circuit performance outside expected range on bank 2. This indicates the VVT solenoid, its wiring/connectors, oil supply, cam phaser, or PCM control is not producing the expected cam timing response. Repair and verify before clearing the code.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

P0028 P0026 P0014 P0016 P0020 P0011
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Code

P0029

LAND ROVER P — Powertrain

Exhaust valve control solenoid - circuit range/ performance (bank 2)

Brand: LAND ROVER
Type: P — Powertrain
Views: UK: 6 EN: 8 RU: 17
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Faulty exhaust VVT/solenoid actuator (bank 2)
  • Damaged/open/shorted wiring or poor connector to the VVT solenoid
  • Low engine oil level or dirty/contaminated oil (restricts solenoid flow)
  • Clogged VVT solenoid screen or oil passages
  • Faulty camshaft phaser (stuck, seized, or mechanically damaged)
  • Faulty PCM/ECM or software anomaly

Symptoms

  • Check Engine Light (MIL) illuminated (P0029 stored)
  • Rough idle or unstable idle speed
  • Reduced engine power or poor acceleration
  • Decreased fuel economy
  • Increased exhaust emissions or failed emissions test
  • Unusual engine noise (ticking or knocking) if phaser is mechanically compromised

What to check

  • Read and record freeze frame data and any accompanying codes (other VVT/cam/crank codes)
  • Inspect engine oil level and condition; verify correct oil grade and viscosity
  • Visually inspect wiring harness and connector at the bank 2 exhaust VVT solenoid for damage, corrosion, or loose pins
  • Using a scan tool, monitor commanded VVT duty cycle/position vs actual camshaft position and camshaft timing offsets
  • Measure VVT solenoid coil resistance with a multimeter and compare to spec
  • Backprobe solenoid connector with scope or meter to verify PWM control voltage and ground while cranking/running

Signal parameters

  • Control type: PCM-controlled PWM (pulse-width modulation) signal — duty cycle 0–100%
  • Typical control voltage: ~0–12 V (vehicle battery reference) depending on circuit design
  • Common PWM frequency range: tens to a few hundred Hz (vehicle-specific)
  • Typical VVT solenoid coil resistance (generic): approximately 6–30 ohms (varies by manufacturer) — compare to OEM spec
  • Expected camshaft position change when commanded: cam timing should move within a few degrees of commanded value (scan-tool live data)

Diagnostic algorithm

  1. Retrieve DTCs, freeze frame, and inspect for related codes (cam/crank/Oil pressure). Clear codes and attempt to reproduce.
  2. Check engine oil level, quality, and service history; top up or change oil if low/contaminated and retest.
  3. Visually inspect the wiring and connector at the bank 2 exhaust VVT solenoid for corrosion, loose terminals, or chafing; repair as needed.
  4. With ignition off, disconnect the VVT solenoid and measure coil resistance; compare to OEM spec. Replace solenoid if out of range.
  5. With connector connected, backprobe the control circuit while engine is running or cranking: verify presence of switched battery voltage and PCM-controlled PWM/ground. Use a lab scope for waveform verification.
  6. Apply direct battery voltage (bench test) carefully to the solenoid to confirm it actuates (observe movement/flow) — only if safe and per vehicle service info.
  7. If electrical signals are correct and solenoid functions, inspect cam phaser/timing chain for mechanical faults or timing offset using cam/crank correlation tests.
  8. If wiring and solenoid check good but issue persists, inspect fuses/relays and consider PCM reflash or replacement as a last step.
  9. After repair or component replacement, clear codes and perform road test while monitoring VVT command vs actual; confirm no reoccurrence.

Likely causes

  • Failed or sticking exhaust VVT solenoid (most common)
  • Wiring harness damage or poor connector/clips (corrosion, bent pins)
  • Contaminated or low oil causing solenoid sticking
  • Cam phaser mechanical failure

Fault status

⚠️ Status
PCM detected exhaust valve control solenoid circuit performance outside expected range on bank 2. This indicates the VVT solenoid, its wiring/connectors, oil supply, cam phaser, or PCM control is not producing the expected cam timing response. Repair and verify before clearing the code.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

P0028 P0026 P0014 P0016 P0020 P0011
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  • 19 FUEL SYSTEM Tdi
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