P0013 Code: "B" Camshaft Position Actuator Circuit (Bank 1)
Electrical fault in the bank 1 exhaust cam phaser solenoid circuit; the exhaust cam stays in base position.
At a glance
Severity: Low
- Meaning
- "B" Camshaft Position Actuator Circuit (Bank 1)
- System
- Fuel & Air Metering · Powertrain
- Safe to drive?
- Yes, short term
- Typical repair cost
- $10–$1,400
- DIY difficulty
- Moderate
On engines with a phaser on each camshaft, the SAE standard calls the exhaust cam "B", so P0013 concerns the exhaust cam control solenoid on the bank that contains cylinder 1. The PCM watches that solenoid's circuit every time it pulses it and sets the code when the circuit reads open, shorted to ground or shorted to battery voltage. It then stops using exhaust cam timing altogether, and the exhaust phaser stays locked in its base position by its lock pin and return spring. You lose the internal exhaust gas recirculation that the phaser provides at part throttle, which nudges fuel economy and NOx in the wrong direction, but the engine drives almost normally. Because this solenoid sits on the hot side of the head, heat damage to its plug and wiring is a bigger factor than on the intake side.
Can I keep driving? Safe to drive; the exhaust cam simply stays in its base position. Book a repair within the next few weeks, mostly so the lit warning light can't hide a new, more serious fault.
How to read P0013
- P Powertrain
- 0 Generic (SAE)
- 0 Fuel/air & emissions (aux.)
- 13 Specific fault
Symptoms
- Check engine light with little or no change in how the car drives
- Slightly higher fuel consumption on longer trips
- Occasionally a less smooth idle on engines that rely heavily on exhaust cam timing
- Code that comes and goes after the engine gets hot, typical of a heat-damaged connector
- Burned or brittle plastic visible near the exhaust side of the cylinder head
Possible causes
Ranked by how often each cause is behind this code (editorial estimate).
- Heat-damaged connector near the exhaust manifold: brittle housing, broken latch or loose terminal
- Open or shorted coil inside the exhaust oil control solenoid
- Wiring chafed or cooked against the exhaust manifold heat shield or turbocharger
- Engine oil wicked into the connector through a leaking solenoid
- Shared power feed or fuse for the VVT solenoids failing (check whether P0010 is also stored)
- PCM output driver fault
Diagnosis step by step
Identify the correct solenoid
Service information shows which valve controls the bank 1 exhaust cam; it's normally on the exhaust side of the head. On some engines the two valves sit side by side and look identical, so make sure you test the right one.
Tools: Flashlight
Look for heat damage first
Check the exhaust-side plug for a discolored or brittle housing, a snapped latch and wire insulation that has gone hard or cracked where the harness passes the heat shield or turbo. A plug that only loses contact when hot explains a code that comes and goes.
Tools: Flashlight, Screwdriver
Compare coil resistance with the intake solenoid
Measure both solenoids at the same temperature. Where both are the same part, readings should match within about one ohm. A big difference, or OL on the exhaust valve, condemns it even if the number looks close to spec on paper.
Tools: Multimeter
Test the harness with a test light
Unplug the solenoid, clip a low-current test light across the harness pins and command the exhaust cam with the scan tool. The light should pulse or glow. Power present on one pin but a dead light means the control wire or the PCM driver.
Tools: OBD-II scanner, Multimeter
Voltage-drop the power feed
With the solenoid connected and commanded, measure between battery positive and the solenoid's supply pin. More than about half a volt of drop means a corroded fuse terminal, relay contact or splice upstream.
Tools: Multimeter
Swap solenoids to confirm
If intake and exhaust solenoids are interchangeable, swap them and clear codes. P0013 turning into P0010 proves the solenoid; P0013 staying put sends you back to wiring or the PCM.
Tools: OBD-II scanner, Screwdriver
Where the parts are
- 1Ignition coil
- 2Spark plug
- 3Fuel injector
- 4Camshaft sensor
- 5Crankshaft sensor
- 6Engine computer (ECM)
- 7Intake manifold
Repair options & costs
| Repair | DIY? | Estimated cost |
|---|---|---|
| Replace exhaust oil control solenoid | Yes | $90–$320 |
| Replace heat-damaged connector pigtail | No | $80–$250 |
| Repair harness and add heat-resistant sleeving | No | $120–$400 |
| Replace VVT solenoid fuse or relay | Yes | $10–$80 |
| PCM replacement with programming | No | $500–$1,400 |
Rough US estimates for parts and labor; shop rates vary by region. Not a quote.
Notes by brand
Field data
| Chevrolet | 11 | Equinox, Malibu, Malibu Hybrid | |
|---|---|---|---|
| GMC | 2 | Terrain |
Source: NHTSA Complaints API (US government open data), analyzed by DTC mention.
Emissions / smog test impact
Will fail
A circuit fault like P0013 keeps the check engine light on, which is an automatic fail at an OBD-II emissions test. Once the circuit is repaired and the code cleared, the car usually needs only a normal drive cycle or two before it's ready for a retest.
Frequently asked questions
What does the "B" camshaft mean?
On engines with two camshafts per bank, the SAE standard calls the intake cam "A" and the exhaust cam "B". So P0013 is about the exhaust cam's control solenoid on the bank with cylinder 1.
Why does my car drive normally with P0013?
Without power the exhaust phaser locks in its base position, a safe setting the engine can run on all day. You lose a bit of fuel economy and emissions benefit, but drivability barely changes, so many owners only notice the warning light.
Can I test the solenoid by swapping it with the intake one?
Yes, if both are the same part for your engine. Swap them, clear the code and drive; if the code becomes P0010 the solenoid is faulty, and if P0013 remains the problem is in the harness or PCM.
Does this code hurt the catalytic converter?
Not directly, because the engine doesn't misfire or run rich from P0013. Still, don't leave it: the lit light will hide any new fault that could damage the converter.
Sources
- SAE J2012 – Diagnostic Trouble Code Definitions
- ISO 15031-6 – Road vehicles, diagnostic trouble code definitions (EOBD)
- Manufacturer public service information (cross-checked)
- NHTSA Complaints API
- Methodology: How We Build Code Pages · Data Sources We Use · Editorial Policy