OBD-II Code P0086: Exhaust Valve Control Solenoid Circuit High (Bank 2)

What Does P0086 Mean?

Code P0086 means the Engine Control Unit (ECU) detects a persistent high voltage in the Bank 2 exhaust valve control solenoid circuit. This solenoid controls Variable Valve Timing (VVT). When the ECU loses control of the exhaust valve timing on Bank 2, the engine suffers diminished performance, rough idling, and increased fuel consumption.

Technical definition: Exhaust Valve Control Solenoid Circuit High (Bank 2). The ECU sets this DTC when voltage in the Bank 2 VVT exhaust solenoid control circuit remains above the manufacturer's specified threshold. This indicates an open control circuit or a direct short to power, preventing the ECU from modulating the solenoid's duty cycle.

Can I Drive With P0086?

Yes, But With Caution. You can drive, but the vehicle will exhibit reduced power, poor acceleration, and lower fuel economy. The Engine Control Unit (ECU) enters a 'failsafe' mode, disabling variable valve timing to prevent engine damage. Fix this promptly. Driving hundreds of miles with this code forces unburnt fuel into the exhaust, destroying the catalytic converter—an $800 to $2,500 repair.

Common Causes

• Faulty Exhaust Valve Control Solenoid (Very Common) — The solenoid fails internally due to an electrical short or a break in its coil windings. This creates a constant high voltage reading or zero current draw, making it the most frequent cause of P0086.
🎬 Watch: How to fix the Bank 2 exhaust solenoid circuit
• Low, Dirty, or Incorrect Viscosity Engine Oil (Common) — The hydraulic VVT system requires clean, correct-viscosity oil. Low or sludgy oil clogs the solenoid's fine mesh screens and sticks the internal plunger, indirectly triggering electrical fault codes.
• Wiring Harness Short-to-Power or Open Circuit (Common) — The signal wire chafes against a 12V power source, or the ground wire breaks. Engine heat, vibration, and rodent activity frequently cause this harness damage.
• Poor Electrical Connection at Connector (Less Common) — The electrical connector at the solenoid or ECU is loose, corroded, or contaminated with oil. This creates high resistance or an intermittent open circuit, which the ECU interprets as a high voltage fault.
• Clogged VVT Oil Passages or Filter Screens (Less Common) — Small, removable filter screens in the oil passages (banjo bolts) leading to the VVT solenoids clog with sludge. This starves the solenoid of oil pressure, causing erratic operation and fault codes.
• Damaged Camshaft Phaser / VVT Actuator (Rare) — The mechanical VVT actuator (phaser) on the camshaft is physically damaged or stuck. While mechanical, it prevents the system from responding to ECU commands, contributing to circuit codes alongside correlation codes like P0019.
• Failing Alternator or Voltage Regulator (Rare) — An over-charging alternator creates voltage spikes across the vehicle's electrical system. The ECU misinterprets this system-wide high voltage as a specific fault within the solenoid's control circuit.
• Failed Engine Control Module (ECU) (Very Rare) — The ECU suffers an internal fault, such as a failed driver circuit that no longer provides a ground path for the solenoid. Consider this last-resort diagnosis only after ruling out all other possibilities.

Symptoms

• Check Engine Light is On — The ECU illuminates the Malfunction Indicator Lamp (MIL) immediately upon detecting the high voltage fault.
• Reduced Engine Power and Sluggish Acceleration — The vehicle feels weak during acceleration because the exhaust valve timing remains fixed and unoptimized.
• Poor Fuel Economy — The engine consumes more fuel because the disabled VVT system locks valve timing in an inefficient position.
• Rough Idle or Stalling — The engine runs unevenly, shakes while stopped, or stalls at low speeds due to incorrect valve timing disrupting combustion.
• Engine Misfire or Unusual Noise — Incorrect valve timing causes misfires. You may also hear a distinct ticking or clicking sound from the upper engine area near the faulty Bank 2 solenoid.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this code.

Common Fixes & Costs

• Change Engine Oil and Filter — Parts: $40 - $100, Labor: $25 - $60, ~0.5 hr book time
• Replace Exhaust Valve Control (VVT) Solenoid — Parts: $50 - $250, Labor: $80 - $150, ~0.8 hr book time
• Repair Wiring Harness or Connector — Parts: $10 - $100, Labor: $100 - $300, ~1.5 hr book time
• Clean or Replace VVT Banjo Bolt Filters — Parts: $15 - $50, Labor: $100 - $400, ~2.5 hr book time
• Replace Engine Control Module (ECU) — Parts: $800 - $1,500, Labor: $150 - $300, ~1.2 hr book time

Used vs. New Parts: Buying Guide

When a used part is worth it: Buying a used VVT solenoid is not recommended. The cost savings are minimal compared to the risk of the used part failing soon after installation.

Donor-vehicle mileage cap: roughly under 50000 miles for the part to have meaningful remaining life.

Donor quality checklist:

• Verify the donor vehicle's mileage and reason for being scrapped.
• Inspect the solenoid's screens for any sludge or debris.
• Match the part number exactly.

Decision logic:

• If The cost of a new OEM or reputable aftermarket solenoid is under $150 → buy new. The warranty and reliability are worth the extra cost.
• If Vehicle is over 150K miles and any savings is critical → a used part is a gamble, but acceptable. Expect a shorter lifespan.
• If The part is a known high-failure item for your specific model → always buy new from an OEM or high-quality aftermarket supplier.

Warranty tradeoff: Used parts typically have a 30-90 day warranty. Aftermarket new parts offer a 1-year to limited lifetime warranty. OEM parts usually have a 1-year warranty.

Worst-case if a used part fails: 100-250 (repeat labor cost plus the cost of another part if the used solenoid fails).

What Happens If You Wait — Timeline

1. 0-2 weeks: Code P0086 is set, and the Check Engine Light turns on. The ECU puts the VVT system into a failsafe mode, locking exhaust cam timing. The driver may not notice symptoms. (MPG impact: 0-5%% · Added cost: $0)
2. 2 weeks - 3 months: The vehicle feels sluggish during acceleration. Fuel economy drops noticeably, and the engine idles roughly, particularly when cold. (MPG impact: 5-15%% · Added cost: $50-150 in wasted fuel)
3. 3-8 months: Inefficient valve timing causes incomplete combustion. Unburnt fuel enters the exhaust system, causing the catalytic converter on Bank 2 to operate at excessively high temperatures, degrading the catalyst. (MPG impact: 10-20%% · Added cost: $150-400 in wasted fuel)
4. 8+ months: The catalytic converter substrate melts or breaks apart from prolonged overheating. This triggers a P0430 code and causes a definite emissions test failure. (MPG impact: 15-25%% · Added cost: $1200-2800 (for catalytic converter replacement + initial repair))

Cost of Not Fixing It

• 0-1 month: Noticeable drop in fuel economy (5-15%), sluggish performance, and rough idle. Increased emissions. (Added cost: 50-100)
• 1-6 months: Unburnt fuel from incorrect valve timing enters the exhaust, causing the catalytic converter to overheat and degrade. (Added cost: 0)
• 6+ months: Complete failure of the catalytic converter due to prolonged overheating and contamination. This causes an automatic emissions test failure. (Added cost: 1200-2800)

Diagnosis Steps

1. Verify Oil Level and Condition
   Check the engine oil dipstick. Ensure the level is correct and the oil is clean. Low or sludgy oil frequently causes VVT malfunctions; change the oil and filter immediately if it appears degraded.
   Tools: Rag or paper towel (Beginner)
2. Scan, Document, and Clear
   Use an OBD-II scanner to confirm P0086 and check for other DTCs. Document the freeze frame data. Clear the codes and test drive to see if P0086 returns immediately, indicating a hard fault.
   Tools: OBD-II Scanner (Beginner)
3. Visual Inspection of Wiring and Connector
   Locate the exhaust valve control solenoid on Bank 2. Inspect the electrical connector for corrosion, pushed-out pins, or moisture. Follow the wiring harness, looking for melting, chafing, or rodent damage.
   Tools: Flashlight, Inspection mirror (Beginner)
4. Test Solenoid Resistance
   Disconnect the solenoid and set a multimeter to Ohms (Ω). Measure resistance across the two solenoid pins. A healthy solenoid reads 5 to 15 Ohms. Infinity (OL) means an open coil, and near-zero means a short; replace the solenoid in either case.
   Tools: Digital Multimeter, Service Manual (Intermediate)
5. Check for Voltage and Ground at the Connector
   With the solenoid unplugged and ignition 'On' (engine off), probe the power feed wire in the harness connector; it must read battery voltage (12.0V-12.6V). Next, check the control wire. If you see more than 0.5V on the control wire, there is a short to power in the harness. If power is good, check control wire continuity back to the ECU.
   Tools: Digital Multimeter, Service Manual with wiring diagram (Advanced)
6. Pro Tip: Analyze Live Data with a Scan Tool
   Monitor the PIDs for 'Bank 2 Exhaust Camshaft Position' and 'Bank 2 Exhaust Camshaft Commanded Position'. While raising RPM, observe if the actual position follows the commanded position. A persistent deviation of more than 5 degrees confirms a malfunction in the solenoid, wiring, or oil pressure delivery.
   Tools: Advanced bidirectional scan tool (Advanced)
7. Pro Tip: Analyze the Solenoid Signal with an Oscilloscope
   Connect an oscilloscope to the solenoid's control (ground) wire. A running engine should show a pulse-width modulated (PWM) square wave. For P0086, you will likely see a flat line at battery voltage, indicating the ECU driver is not providing a ground path or the wire is open.
   Tools: Oscilloscope / Graphing Multimeter (Expert)
8. Inspect Mechanical Components
   If electrical tests pass, remove the solenoid and inspect its screens for clogging. On applicable engines (like Subaru), inspect the banjo bolt filters for the AVCS oil lines. If clean, suspect a stuck camshaft phaser.
   Tools: Socket set, Wrenches, Pick tool (Expert)

When This Code Triggers (Freeze-Frame Conditions)

• Engine Coolant Temp: 180-200°F (The fault is detected once the engine is fully warmed up and in closed-loop operation.)
• RPM: 1500-2500 (The ECU actively commands changes to valve timing during cruise or steady throttle, making faults detectable.)
• Engine Load: 30-60% (Occurs under moderate load, such as climbing a slight incline, where the VVT system is active.)
• Vehicle Speed: 35-55 mph (Triggered during city or highway cruise conditions when the ECU optimizes fuel economy by adjusting valve timing.)

Related Codes

• P0085 — Indicates 'Circuit Low' for the same Bank 2 exhaust solenoid. P0086 (High) points to an open circuit or short to power, while P0085 (Low) suggests a short to ground.
• P0084 — Means 'Exhaust Valve Control Solenoid Circuit Intermittent (Bank 2)'. Points to a loose connection, a chafing wire, or a solenoid in the early stages of failure.
• P0028 — Intake Valve Control Solenoid Circuit Range/Performance (Bank 2). Seeing P0086 and P0028 together points to a localized wiring harness issue or a clogged main oil passage for that cylinder head.
• P0019 — Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor B). A P0086 electrical fault prevents the camshaft phaser from moving, creating a mechanical mismatch that triggers P0019.

Climate & Environmental Factors

• Extreme Cold: Cold temperatures thicken engine oil, causing the VVT solenoid's internal plunger to stick on startup. This triggers performance and circuit codes.
• High Heat and Humidity: Prolonged engine bay heat makes wire insulation brittle. Humidity enters these cracks, causing corrosion and short circuits that directly lead to a 'Circuit High' fault.
• Vibration: Constant engine vibration chafes wires against brackets, wearing through insulation and causing a short to power. It also fatigues connector pins over time.

How to Talk to a Mechanic About This Code

Say this: "I have an OBD-II code P0086 for the exhaust valve control solenoid circuit on Bank 2. I'd like to schedule a diagnostic to determine if the fault is the solenoid itself or a wiring issue. Please test for power, ground, and signal at the connector before recommending a part replacement."

This signals that you understand the code is electrical and requires more than just replacing the most common part. It directs the technician to perform a proper circuit diagnosis, preventing a situation where you pay for a new solenoid only to have the code return due to a wiring fault.

Avoid saying:

• 'My check engine light is on, can you just fix it?'
• 'My car feels sluggish, I think it's a sensor.'
• 'Just replace the P0086 solenoid.'

Questions to ask before authorizing the repair:

• What were the results of the electrical tests at the solenoid connector?
• What was the resistance measurement of the solenoid itself, in Ohms?
• If the wiring is the issue, can you describe or show me where the damage is?
• Will you provide a printout of the freeze-frame data that was stored with the code?
• What is the warranty on this specific repair, including both parts and labor?

Where to Take It: Dealer vs Independent vs Chain

• Dealer: Recommended for vehicles under warranty or those with complex, brand-specific electrical issues.
  Best for: Vehicles still under a powertrain or emissions warranty., Complex, manufacturer-specific electrical issues or if a related Technical Service Bulletin (TSB) exists., When previous repair attempts at other shops have failed.
  Downsides: Typically the highest labor rates and part costs., May default to replacing larger, more expensive assemblies rather than performing a detailed wiring repair. (Typical cost: +40% vs. baseline)
• Independent Shop: The best fit for most situations. A reputable shop with strong electrical diagnostic skills repairs P0086 effectively and affordably.
  Best for: Out-of-warranty vehicles where cost is a factor., Common diagnostic trouble codes like P0086., Building a long-term relationship with a mechanic who knows your vehicle's history.
  Downsides: Quality and diagnostic skill can vary widely; vetting the shop's reputation and certifications (like ASE) is crucial., May not have the latest manufacturer-specific software for very new or complex vehicles. (Typical cost: +0% vs. baseline)
• Chain Shop: Not recommended. They lack the equipment and expertise to diagnose electrical causes of P0086, increasing the risk of misdiagnosis.
  Best for: Simple, routine maintenance like oil changes or tire rotations.
  Downsides: Technician skill varies dramatically., High pressure to meet sales targets can lead to upselling unnecessary services., Often lack the advanced diagnostic equipment or experience for complex electrical troubleshooting. (Typical cost: -10% vs. baseline)

When to Walk Away From the Repair

If the P0086 repair cost exceeds 50% of your car's private-party value, sell or trade it in.

• Car worth $4000, fix is $350: Fix it. This repair cost is a small fraction of the car's value and is a wise investment in its performance and longevity.
• Car worth $3000, fix is $1800: Walk away. The repair cost is over 50% of the car's value, and the fault is likely a rare and expensive ECU failure. This money is better put towards a replacement vehicle.
• Car worth $8000, fix is $600: Fix it. Even if the repair involves several hours of complex wiring diagnostics, the cost is well below the threshold.

What Scan Tool You Need for This Code

Minimum: A basic OBD-II code reader to confirm the P0086 code and read freeze frame data. However, for actual diagnosis, a digital multimeter is essential to test resistance and voltage.

A $20 code reader only confirms the code. It cannot test the solenoid, wiring, or ECU, forcing you to guess and waste money on unneeded parts.

Budget: BlueDriver Pro Scan Tool (~$100) — Connects to your smartphone and can read and clear codes, view freeze frame data, and graph live data. For P0086, you can watch the commanded vs. actual camshaft position to see the effect of the fault, but it lacks bidirectional control.

Mid-range: Foxwell NT510 Elite (~$180) — Offers bidirectional control. This allows you to command the solenoid to activate directly from the scan tool. If you command it on and hear a click, the solenoid is functional, pointing the diagnosis towards the wiring or ECU.

Professional: Autel MaxiCOM MK808 / MK808S (~$450-600) — Provides full bidirectional control, extensive live data graphing, and access to all vehicle modules. These professional-grade tools offer OE-level diagnostics that quickly test components and pinpoint the exact location of an electrical fault.

Rent vs buy: For a one-time code, get the code read for free at an auto parts store. To properly diagnose P0086 yourself, you need a multimeter and ideally a scanner with bidirectional control. If you plan to do your own repairs regularly, buying a mid-range scanner is a worthwhile investment.

How to Clear the Code After You Fix It

1. Use an OBD-II scan tool to clear the P0086 trouble code.
2. Perform a complete drive cycle to allow the ECU to re-run its self-tests.
3. Check for pending or permanent codes after the drive cycle.

Drive cycle (~30 minutes): A generic drive cycle includes a cold start, idling for 2-3 minutes, 10-15 minutes of steady-speed driving (55-60 mph), followed by varied city driving (stop-and-go).

Readiness monitors affected: Catalyst monitor, O2 sensor monitor, Evaporative (EVAP) System monitor

Before emissions retest: drive at least 100 miles to fully set monitors.

Watch out for:

• Disconnecting the battery clears the code but erases all readiness monitors, requiring a lengthy drive cycle before an emissions test.
• The code returns immediately if the underlying electrical fault was not repaired.

Will This Fail Emissions / State Inspection?

Yes — this code typically fails an OBD-II emissions inspection.

• California: A P0086 code is an automatic failure. All readiness monitors must be 'ready' for the test to proceed. Expect to drive 100+ miles after repair for monitors to reset.
• New York: An illuminated Check Engine Light from a P0086 code causes an automatic failure. If monitors are not ready, you may receive a 10-day extension to complete the drive cycle.
• Texas: In counties requiring emissions testing, an active P0086 code results in a failed inspection. The Check Engine Light must be off and readiness monitors must be set.

Most Commonly Affected Vehicles

• General Various V-Engines (1996-Present) — P0086 is a generic SAE code applicable to any vehicle with a V-style engine (V6, V8) and variable exhaust valve timing.
• Chevrolet / GMC Trailblazer, Colorado, Equinox, Acadia (2002-Present) — The 4.2L inline-six and newer V6 engines are known for solenoid failures. Solenoid replacement costs for an Equinox are typically $130-$170.
• Ford F-150, Explorer, Mustang (3V V8/V6) (2004-2014) — Ford's 3-Valve V8 engines are notorious for VCT solenoid issues. Testing involves checking resistance (5-15 ohms) or briefly grounding the solenoid to check for idle changes.
• Subaru Outback, Forester, Legacy, WRX/STI (2004-Present) — Subaru's AVCS system suffers from oiling issues. Tiny mesh filters inside the banjo bolts clog, starving solenoids of oil. Remove these filters as a preventative measure.
• Hyundai Santa Fe, Sonata, Genesis (V6) (2005-Present) — Common on 3.3L and 3.8L Lambda V6 engines. The cause is typically a failed Oil Control Valve (OCV) or sludge buildup.
• Kia Sorento, Optima, Sedona (V6) (2010-Present) — Sharing platforms with Hyundai, Kia V6 models experience similar OCV failures driven by sludge buildup from extended oil change intervals.
• Nissan / Infiniti Murano, Altima V6, Maxima, G35 (2003-Present) — VQ-series V6 engines set this code due to failed solenoids or corroded connectors on higher-mileage vehicles.
• Toyota / Lexus Camry V6, Tundra, Sequoia, ES350 (2005-Present) — Toyota's VVT-i solenoids fail electrically or become clogged over time. The repair is straightforward on these models.

Manufacturer-Specific Notes

• General: On V-style engines, Bank 1 always contains cylinder #1. Bank 2 is the opposite bank. On transverse (FWD) engines, Bank 2 is often the bank closer to the radiator.
• Subaru: Banjo bolt filters for the AVCS system clog and cause oil starvation. Subaru issued TSB 02-97-05 regarding these filters and stopped installing them in later engines. Remove them entirely.
• Ford: On 3-valve engines, VCT solenoids clog with debris. Unplug the solenoid while the engine idles roughly; if the idle smooths out, the solenoid is stuck.
• General Motors: On the 2.4L Ecotec, camshaft position actuators (phasers) fail, causing rattling noises. Swap the intake and exhaust solenoids to see if the code follows the solenoid, confirming a bad solenoid rather than a phaser issue.

Real Owner Stories

2007 Subaru Outback XT with 194k miles

Check Engine Light came on with code P0011 after a 10-mile drive. A new eBay turbo had just been installed and failed immediately.

What they tried:

1. Discovered the new turbo was starved of oil.

Outcome: The owner found the banjo bolt filter for the turbo oil feed line completely clogged with debris. This blockage prevented oil from reaching the new turbo, causing immediate failure. The fix required removing the intake manifold to replace the clogged banjo bolt.

Lesson: On turbocharged Subarus, oil starvation codes are often caused by clogged banjo bolt filters. Always inspect and remove these filters when addressing AVCS/VVT codes to prevent catastrophic failure.

2017 Chevy Colorado 3.6L V6

The truck threw a P0091 code and went into 'reduced engine power' mode during acceleration.

What they tried:

1. Shop 1 replaced the fuel pressure regulator - code returned.
2. Shop 1 replaced the PCM - code returned.
3. Shop 2 replaced the fuel pump - code returned.
4. Shop 2 replaced the throttle body - code still returned.

Outcome: The issue remained unresolved after multiple part replacements, pointing to a complex diagnostic challenge in the wiring harness.

Lesson: Do not shotgun parts. When multiple replacements don't fix the issue, it points to a deeper problem in the wiring harness or a communication error requiring expert-level diagnostics.

2004 Ford F-150 5.4L with 120k miles

Engine started misfiring and threw codes P0305, P0316, and P0354.

What they tried:

1. Owner suspected Coil-on-Plugs (COPs) or spark plugs.
2. Noticed the truck misfired in the rain, resolving if electrical accessories were turned off.

Outcome: The combination of a specific ignition coil circuit code (P0354) with a specific cylinder misfire code (P0305) strongly points to a failed COP on cylinder 5. The owner swapped the coil to another cylinder to confirm the bad coil.

Lesson: When you have a misfire code alongside a specific circuit code, the circuit code is your primary clue. Address the electrical issue first.

How to Prevent This Code From Triggering

• Perform regular oil changes with high-quality, manufacturer-spec oil (Every 5,000-7,500 miles or as per owner's manual) — Clean, correct-viscosity oil acts as hydraulic fluid to actuate the phasers. Dirty oil clogs the tiny passages and filter screens in the solenoids, causing them to stick or fail.
• Use a quality engine oil flush before an oil change on high-mileage vehicles (Once every 30,000-50,000 miles on engines over 75k miles) — An engine flush dissolves sludge and varnish deposits in the VVT system's oil passages, restoring proper oil flow and pressure.
• On applicable Subaru models, proactively remove the AVCS banjo bolt filters (During the first major service (e.g., timing belt change) after 80k miles) — These filters clog, leading to oil starvation of the AVCS solenoids and turbocharger. Removing them prevents a common and potentially engine-destroying failure.
• Periodically inspect the wiring harness around the valve covers (During any under-hood maintenance) — Engine bay heat makes wiring insulation brittle. Visually checking for cracks, chafing, or oil contamination in connectors catches potential circuit faults before they trigger a code.

Frequently Asked Questions

What does 'Circuit High' actually mean?

'Circuit High' means the ECU detects battery voltage (12V) on the solenoid's control wire when it expects ground. This indicates an open circuit or a short to a power source.

Can an oil change really fix a P0086 code?

Yes. If the code triggers because a solenoid is mechanically sticking due to sludge, an engine oil flush and fresh oil restores its function. It is an inexpensive first step before replacing parts.

What is the most common misdiagnosis for P0086?

The most common mistake is replacing the VVT solenoid without performing electrical tests. The code returns because the true fault is a broken or shorted wire. Always test for power and ground at the connector first.

I replaced the solenoid and the code came back. What now?

The fault lies in the wiring or the ECU. Perform a detailed continuity and short-to-power test on the wire between the solenoid and the ECU. If the wiring is perfect, the ECU's internal driver circuit has failed.

What is 'Bank 2' and where do I find it?

In a V-engine, Bank 1 contains the #1 cylinder, and Bank 2 is the opposing bank. The exact location varies by manufacturer. Consult a service manual for your specific vehicle to correctly identify Bank 2.

Can I replace the exhaust valve control solenoid myself?

Yes, this is a DIY-friendly repair. The solenoid sits on the valve cover, secured by a single bolt and an electrical plug. Remove the bolt, pull the solenoid out, and lubricate the new O-rings with fresh oil before installation.

What happens if I ignore this code long-term?

Ignoring P0086 results in poor engine performance, high fuel consumption, and increased emissions. Unburnt fuel damages the catalytic converter, which costs $800 to $2,500 to replace.

Can a bad VVT solenoid cause a P0017 or P0019 code?

Yes. If the P0086 electrical fault prevents the solenoid from working, the camshaft phaser cannot adjust timing correctly. The ECU detects this mechanical misalignment between the camshaft and crankshaft, triggering correlation codes like P0017 or P0019.

Key Takeaways

• P0086 flags a high voltage fault—typically an open circuit or short to power—in the Bank 2 exhaust VVT solenoid circuit.
• Check your oil first; low or dirty oil causes 30% of VVT issues, while a failed solenoid or chafed wiring accounts for the rest.
• Expect a 10-15% drop in fuel economy, sluggish acceleration, and a rough idle while this code is active.
• Test the solenoid with a multimeter before replacing it; a healthy coil reads between 5 and 15 Ohms.
• Fix P0086 within 1-2 months to prevent unburnt fuel from destroying your catalytic converter, an $800 to $2,500 repair.