OBD-II Code P2316: Ignition Coil 'F' Primary Control Circuit High

What Does P2316 Mean?

Your car's Powertrain Control Module (PCM) detects abnormally high voltage in the control circuit for ignition coil 'F' (usually cylinder 6). The PCM uses an internal transistor to ground this circuit, which charges the coil and fires the spark plug. High voltage means the PCM expects a grounded state (near zero volts) but sees power instead, indicating a total loss of control over that specific ignition coil.

Technical definition: The SAE/OBD-II definition for P2316 is "Ignition Coil 'F' Primary Control Circuit High". The Powertrain Control Module (PCM) detects that voltage on the primary control side of ignition coil 'F' exceeds the manufacturer's specified range. The PCM uses a driver transistor to switch the coil's ground path on and off. This code sets when the PCM sees high voltage on this circuit during the dwell period when it commands low voltage (close to 0 volts).

Can I Drive With P2316?

Yes, But With Caution. You can drive short distances, but doing so risks severe damage. The engine runs poorly with a persistent misfire, causing poor fuel economy, power loss, and stalling in traffic. Continuing to drive dumps raw fuel into the exhaust, which overheats and destroys the catalytic converter in as little as 50 miles. This adds a $1,000 to $2,500 repair to the final bill.

Common Causes

• Faulty Powertrain Control Module (PCM) (Very Common) — The internal driver circuit inside the PCM that controls the ignition coil is a frequent point of failure. Heat and stress destroy this small transistor, causing it to send a high voltage signal even when the coil and wiring are perfectly fine. This is a heavily documented issue on Ford V8s and Chrysler 3.6L engines.
• Damaged or Corroded Wiring Harness (Common) — The wires leading to the ignition coil degrade from engine heat, vibration, or rodent damage. A short-to-power in the wiring harness forces 12 volts into the control line, instantly triggering the P2316 code.
• Defective Ignition Coil 'F' (Less Common) — While often blamed first, the ignition coil itself fails less frequently than the PCM or wiring for this specific code. An internal short in the coil's primary windings causes the high voltage reading.
• Poor Electrical Connections or Grounds (Less Common) — A loose or corroded connector at the ignition coil or the PCM creates high resistance. A broken engine ground strap also creates voltage irregularities that the PCM interprets as a circuit high fault.
• Blown Fuse or Faulty Relay (Rare) — A faulty relay or a blown fuse in the circuit supplying power to the ignition coils causes voltage irregularities that trigger a P2316 code.
• Failing Alternator or Voltage Regulator (Rare) — If the vehicle's charging system produces excessive voltage (over 15 volts), it causes a high voltage condition across the entire electrical system, triggering primary circuit codes across multiple cylinders.

Symptoms

• Rough Engine Idle and Misfires — The engine shakes, stumbles, and runs unevenly. You feel a distinct misfire from the dead cylinder.
• Loss of Power — The vehicle feels sluggish and struggles to accelerate because cylinder 'F' contributes no power.
• Engine Stalling — The engine stalls intermittently, especially under heavy load or when idling at a stoplight.
• Decreased Fuel Economy — The engine runs inefficiently, causing a noticeable drop in gas mileage.
• Check Engine Light is On (also visible on scanner) — A steady or flashing Check Engine Light illuminates on the dashboard. A flashing light indicates a severe, catalyst-damaging misfire.

Diagnostic Flowchart

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

Common Fixes & Costs

• Replace Powertrain Control Module (PCM) — Parts: $800-$1500, Labor: $200-$300, ~1.5 hr book time (Professional)
• Repair Wiring Harness — Parts: $10-$50, Labor: $100-$250, ~2.5 hr book time (Intermediate)
• Replace Ignition Coil — Parts: $159-$228, Labor: $72-$105, ~0.8 hr book time (DIY)
• Clean or Repair Connectors and Grounds — Parts: $5-$20, Labor: $50-$100, ~0.5 hr book time (DIY)
• Update PCM Software — Parts: $0, Labor: $100-$150, ~1.0 hr book time (Professional)

DIY vs Professional

• Replace Ignition Coil — Beginner: Yes
  Tools: Socket set, ratchet, torque wrench, dielectric grease.
• Clean or Repair Connectors and Grounds — Beginner: Yes
  Tools: Socket set, wire brush, electrical contact cleaner, dielectric grease.
• Repair Wiring Harness — Beginner: No
  Tools: Soldering iron, heat shrink tubing, wire strippers, multimeter, automotive-grade wiring.
• Replace Powertrain Control Module (PCM) — Beginner: No
  Tools: Socket set, trim removal tools, professional-level scan tool for programming.

Used vs. New Parts: Buying Guide

When a used part is worth it: A used PCM from a reputable salvage yard is cost-effective if the vehicle is over 10 years old or has high mileage (>150k). It only makes sense if the part number matches exactly and you have a plan for professional reprogramming.

Donor-vehicle mileage cap: roughly under 80000 miles for the part to have meaningful remaining life.

Donor quality checklist:

• Verify the donor vehicle was not scrapped for electrical or engine failure.
• Visually inspect the used PCM for corrosion on the pins, water damage, or a burnt smell.
• Ensure the part number is an exact match. Superseded numbers are not interchangeable without complex programming.
• Buy from a seller offering at least a 30-90 day warranty and returns.

Decision logic:

• If Vehicle is under warranty or less than 80,000 miles → Buy a new OEM part to ensure reliability and compatibility.
• If A manufacturer TSB exists requiring a new, updated PCM (e.g., Chrysler moisture issue) → A used part contains the exact same defect; buy new.
• If Vehicle is over 150,000 miles and repair budget is the primary concern → A used PCM is viable, but factor in the cost of programming ($100-$300) and the risk of premature failure.

Warranty tradeoff: Used PCMs typically come with a 30-90 day functional warranty. New aftermarket units offer 1-year to limited lifetime warranties. New OEM parts carry a 1-2 year warranty if installed by a dealer.

Worst-case if a used part fails: $300-$600 if the used PCM is defective, covering repeat labor for installation and programming, plus the cost of another replacement part.

What Happens If You Wait — Timeline

1. 0-50 miles: Check Engine Light illuminates. Rough idle and hesitation begin. The vehicle is drivable but performs poorly. (MPG impact: 5-10%% · Added cost: $0-$25 in wasted fuel)
2. 50-200 miles: Unburnt fuel enters the exhaust, causing the catalytic converter to operate at extreme temperatures. You smell raw fuel from the exhaust. (MPG impact: 10-15%% · Added cost: $25-$100 in wasted fuel, plus initial catalyst damage.)
3. 200-500 miles: The catalytic converter's internal substrate melts and breaks apart. This creates an exhaust restriction, causing severe power loss. (MPG impact: 15-25%% · Added cost: $1,200-$2,800 (Catalytic converter replacement required))
4. 500+ miles: Complete catalytic converter meltdown causes a severe exhaust blockage. The engine stalls frequently and suffers internal damage from excessive backpressure. (MPG impact: 25-50%% · Added cost: $2,000-$4,000+ (Includes catalytic converter, oxygen sensors, and potential engine repairs))

Cost of Not Fixing It

• Immediate (0-50 miles): Failed emissions test, 5-15% drop in fuel economy, and unsafe driving conditions like stalling and poor acceleration. (Added cost: Negligible)
• Short-Term (50-500 miles): Severe damage to the catalytic converter due to overheating from unburnt fuel. The converter's internal structure melts, causing a blockage. (Added cost: $1,200-$2,800)
• Long-Term (500+ miles): Complete catalytic converter failure, damage to oxygen sensors, and engine damage from excessive exhaust backpressure. (Added cost: $2,000-$4,000+)

Diagnosis Steps

1. Read the Trouble Codes
   Confirm P2316 is present. Look for misfire codes (like P0306) or other ignition coil codes (like P0356 or P2315) to determine if the issue is isolated to one cylinder or systemic.
   Tools: OBD-II Scanner
2. Swap the Ignition Coil
   Swap the ignition coil from cylinder 'F' (usually cylinder 6) with an adjacent one. Clear the codes and drive. If the code changes to the new cylinder, the coil is bad. If P2316 returns, the coil is fine.
   Tools: Socket Set
3. Visually Inspect the Wiring
   Inspect the wiring harness and connector for cylinder 'F'. Look for burned plastic, melted insulation, corrosion in the pins, or rodent damage.
   Tools: Flashlight
4. Check for Voltage at the Coil Connector
   Set the multimeter to DC Volts. Check for battery voltage (12V) at the power supply pin of the ignition coil connector with the key on, engine off (KOEO). No voltage indicates a blown fuse or broken supply wire.
   Tools: Digital Multimeter
5. Test the Control Circuit
   Disconnect the coil connector. Check the control circuit wire (from the PCM) for voltage with KOEO. It should be 0 volts. If you see battery voltage, there is a short-to-power in the harness.
   Tools: Digital Multimeter
6. Check for a Ground Pulse
   Connect a noid light to the control circuit and ground. Crank the engine. The light must flash, indicating the PCM is grounding the circuit. If it stays on constantly or doesn't light, the PCM driver or wiring is faulty.
   Tools: Noid Light Set
7. Test Ignition Coil Resistance
   Measure the primary resistance between the positive and negative terminals of the coil (typically 0.4-2.0 ohms). Measure secondary resistance between the output tower and positive terminal (typically 5,000-20,000 ohms). Readings outside these ranges indicate a faulty coil.
   Tools: Digital Multimeter (Advanced)
8. Check for Technical Service Bulletins (TSBs)
   Search for manufacturer TSBs related to P2316 for your specific VIN. Chrysler and GM have issued bulletins mandating PCM replacements or software updates for this exact code.
   Tools: Internet Access / Service Manual
9. Analyze Live Data
   Monitor the voltage PIDs for the ignition coil circuits while the engine runs. For P2316, the voltage for coil 'F' remains high during the dwell period when it should drop to near 0V, confirming the 'Circuit High' condition.
   Tools: Advanced OBD-II Scan Tool (Advanced)
10. Analyze Ignition Waveform
    Connect a lab scope to the control circuit of coil 'F'. A healthy pattern shows a flat line near 0V during dwell, followed by a sharp vertical spike. Voltage present during the dwell period definitively proves a faulty PCM driver.
    Tools: Oscilloscope (Advanced)

When This Code Triggers (Freeze-Frame Conditions)

• Engine Coolant Temp: 180-210°F (Fully warmed up)
• Engine RPM: 1200-2800 RPM (Light acceleration or steady cruise)
• Engine Load: 25-55% (Moderate engine load, not idling or full throttle)
• Vehicle Speed: 30-60 mph (City or highway cruising speed)

Related Codes

• P0306 — Cylinder 6 Misfire Detected. This almost always appears with P2316. P2316 describes the electrical fault (the cause), while P0306 describes the resulting dead cylinder (the effect).
• P0356 — Ignition Coil F Primary/Secondary Circuit Malfunction. P0356 is a generic alarm for the coil circuit. P2316 is a specific diagnosis confirming a 'high voltage' condition on the primary control side.
• P2315 — Ignition Coil E Primary Control Circuit High. This is the identical fault for cylinder 'E'. Seeing both codes strongly points to a failing PCM with multiple bad drivers or a shared wiring harness short.
• P2317 — Ignition Coil F Secondary Circuit. P2316 points to a fault on the low-voltage control side, while P2317 indicates a problem on the high-voltage output side (spark plug wire or internal coil winding).

Climate & Environmental Factors

• High Humidity / Moisture: Moisture penetrates poorly sealed connectors and PCM housings, causing corrosion and short circuits. Chrysler minivans suffer from a specific manufacturing defect allowing moisture into the PCM.
• Extreme Heat: Prolonged exposure to high engine bay temperatures causes thermal stress on the PCM's internal coil driver transistors, leading to premature failure.
• Extreme Cold: Cold weather increases electrical resistance. A weak ignition coil functions adequately in warm weather but fails to produce enough spark voltage in the cold, making symptoms obvious.

How to Talk to a Mechanic About This Code

Say this: "I have a P2316 code for the ignition coil F control circuit. I have already swapped the coil with another cylinder, and the code did not move. I need to book a diagnostic appointment to test the wiring harness and the PCM driver circuit for that cylinder."

This signals to the shop that you performed the basic diagnostic step and know the problem is complex. It focuses their time on the wiring or PCM, preventing them from charging you to repeat steps you've already taken.

Avoid saying:

• 'My check engine light is on, can you look at it?' (Too vague, invites an expensive diagnostic process).
• 'My car is misfiring, I think I need a new ignition coil.' (Invites them to replace the part you suggested, which is likely not the root cause).
• 'Just fix whatever is wrong.' (Gives the shop a blank check to perform any repairs they see fit).

Questions to ask before authorizing the repair:

• How did you determine the PCM was the point of failure? Did you test the control circuit with a logic probe or oscilloscope?
• If the wiring is at fault, can you show me exactly where the damage is?
• If the PCM needs replacement, is the quote for a new or remanufactured unit, and does it include programming and key relearn procedures?
• What is the warranty on this specific repair, covering both parts and labor?

Where to Take It: Dealer vs Independent vs Chain

• Dealer:
  Best for: Vehicles still under powertrain warranty., Vehicles with a known Technical Service Bulletin (TSB) for this code (e.g., Chrysler minivans)., Complex European vehicles (BMW, Mercedes-Benz) requiring specialized diagnostic tools.
  Downsides: Highest labor rates, often 1.5x to 2x more than independent shops., Defaults to expensive component replacement (full PCM) when a wiring repair might suffice. (Typical cost: +50% vs. baseline)
• Independent Shop: Best fit for most cases. A reputable independent shop with strong electrical diagnostic skills offers the best balance of expertise and value for a P2316 code.
  Best for: Out-of-warranty vehicles where cost is a factor., Finding a technician with deep experience in electrical diagnostics., Common domestic vehicles (Ford, GM) where this is a known failure pattern.
  Downsides: Shop quality varies widely. You must find a shop with ASE-certified technicians and positive reviews for electrical work., May lack access to the latest manufacturer software updates. (Typical cost: +0% vs. baseline)
• Chain Shop: AVOID for this code. P2316 is a complex electrical fault, not a simple parts-swap. The risk of misdiagnosis is very high.
  Best for: Simple, high-volume jobs like oil changes, tires, and brake pad replacements.
  Downsides: Technicians lack specialized training for complex electrical diagnostics., High pressure to sell parts leads to misdiagnosis (e.g., selling an ignition coil when the PCM is dead). (Typical cost: -10% vs. baseline)

When to Walk Away From the Repair

If the estimated repair cost exceeds 50% of the car's private-party market value, seriously consider selling or trading in the vehicle instead of repairing it.

• Car worth $4000, fix is $2000: Borderline. The repair cost is 50% of the car's value. Get a second opinion before authorizing, and consider upcoming maintenance needs.
• Car worth $15000, fix is $1800: Fix it. The repair cost is 12% of the vehicle's value and is a worthwhile investment to keep a valuable car running.
• Car worth $3000, fix is $1800: Walk away. The repair cost is 60% of the car's value. It is not economically sensible to invest this much into a low-value vehicle.

What Scan Tool You Need for This Code

Minimum: A scanner that reads codes, clears codes, and displays live data streams for the ignition system. Freeze-frame data is essential.

A basic $20 reader only tells you the P2316 code exists. It cannot show live voltage on the coil's control circuit, which is necessary to confirm the 'Circuit High' condition.

Budget: BlueDriver Pro (~$99) — Pairs with your smartphone to read codes, view freeze-frame data, and graph live data. It allows you to compare the voltage behavior of coil 'F' to a healthy coil.

Mid-range: Innova 5610 (~$350) — Offers bidirectional control, allowing you to command and test individual components. You can actively test the PCM's ability to control the coil circuit.

Professional: Autel MaxiCOM MK808Z (~$450) — A full-featured diagnostic tablet with extensive bidirectional controls and access to manufacturer-specific data. Ideal for confirming a PCM failure before spending money on a replacement.

Rent vs buy: If this is a one-time repair, auto parts stores like AutoZone offer a loan-a-tool program where you borrow a scanner for free. Buying a tool makes sense if you perform diagnostics multiple times a year.

How to Clear the Code After You Fix It

1. Reconnect battery if disconnected for repair
2. Use an OBD-II scan tool to erase all Diagnostic Trouble Codes (DTCs)
3. Perform a complete drive cycle to allow readiness monitors to run

Drive cycle (~30 minutes): Cold start (sit for 8+ hours). Idle for 2-3 minutes with electrical loads on (A/C, defroster). Drive for 15-20 minutes with a mix of stop-and-go city driving and steady highway speeds (around 55 mph for 5 minutes). Allow the vehicle to cool down.

Readiness monitors affected: Catalyst Monitor, Oxygen (O2) Sensor Monitor, Misfire Monitor, Evaporative (EVAP) System Monitor

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

Watch out for:

• Clearing the code with a scanner resets all readiness monitors to 'Not Ready', causing an automatic emissions test failure.
• The code returns immediately if the root cause (bad PCM or wiring short) is not fixed.
• Disconnecting the battery does not guarantee all monitors reset or that the code permanently clears.

Will This Fail Emissions / State Inspection?

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

• California: An active Check Engine Light is an automatic failure. After repair, a full drive cycle must be completed to set all required readiness monitors to 'Ready' before a retest.
• New York: A vehicle with an illuminated Check Engine Light automatically fails the emissions inspection. Clearing the code right before the test results in a failure due to 'Not Ready' monitors.
• Texas: In counties requiring emissions testing, an illuminated Check Engine Light results in an automatic failure. The code must be resolved and readiness monitors set.

Most Commonly Affected Vehicles

• Ford F-250/F-350 Super Duty (2011-2016) — Trucks with the 6.2L V8 engine are notorious for PCM driver circuit failures. The high-current drivers for the ignition coils degrade from heat, leading to internal PCM failure.
• Chrysler Town & Country / Dodge Grand Caravan (2015-2016) — TSB #18-069-16 REV. A addresses an improperly coated atmospheric vent on the PCM that allows moisture intrusion. The official fix is replacing the PCM on affected VINs.
• Chevrolet Silverado 1500 (2014-2015) — Service bulletin PIP5147 highlights water intrusion and corrosion in ignition coil connectors. These trucks also suffer from TCCM failures that back-feed voltage into shared circuits.
• GMC Sierra 1500 (2014-2015) — Shares the same platform and ignition coil connector vulnerabilities as the Silverado. Electrical system voltage spikes frequently trigger primary circuit codes.
• Ford F-150 (2011-2014) — The 5.0L and 6.2L V8 engines experience PCM driver failures identical to the Super Duty models, leading to persistent ignition coil fault codes.
• BMW M3 (E90, E92) (2007-2013) — Owners frequently report P2316 paired with P2319. The root cause is rarely the coil itself; it is usually traced to bad grounds, wiring harness degradation, or DME failure.
• Mercedes-Benz R-Class (R350) (2011) — Service documentation specifically defines P2316 on this chassis as 'The control line to the ignition coil of cylinder 6 has a short circuit to positive.'
• Jeep Grand Cherokee, Wrangler (2015-2016) — Models equipped with the 3.6L Pentastar engine are susceptible to the exact same PCM moisture intrusion defect documented in the Chrysler minivan TSBs.

Manufacturer-Specific Notes

• Ford: On 6.2L V8 trucks, the PCM's internal ignition coil driver is a massive failure point. Mechanics routinely replace the coil multiple times before realizing the PCM is dead.
• Chrysler/Dodge/Jeep: A specific batch of PCMs used in 2015-2016 3.6L engines had a manufacturing defect allowing moisture inside. TSB #18-069-16 REV. A mandates a complete PCM replacement.
• General Motors (Chevrolet/GMC): 2014-2015 trucks suffer from poorly sealed ignition coil connectors that trap water and corrode (TSB PIP5147). They also experience TCCM failures that cause system-wide voltage spikes.
• BMW: On M3 models, the DME (ECU) is highly sensitive to ground faults. Owners waste thousands replacing coils and plugs when the issue is a degraded engine ground strap.

Real Owner Stories

2012 BMW E92 M3 at 40K miles with intermittent misfires

The car randomly idled harshly and shook, throwing P2316 and P2319 (Coil 'G' High).

What they tried:

1. Replaced ignition coils on cylinders 6 and 7.
2. Replaced all spark plugs.
3. Swapped coils and fuel injectors to different cylinders; the codes remained on the original cylinders.

Outcome: Because the fault did not move with the components, the owner confirmed a wiring or DME (ECU) fault. They shifted focus to testing the wiring harness and grounds.

Lesson: If swapping coils and plugs doesn't move the fault code, stop replacing parts. The problem is in the wiring or the PCM/DME itself.

BMW M3 with persistent misfire on cylinder 6

An intermittent misfire became permanent at wide-open throttle. The spark plug on Cylinder 6 cracked its ceramic twice.

What they tried:

1. Replaced injectors, plugs, coils, valve cover, and MAF sensors.
2. Paid a shop for a misdiagnosed wiring repair.

Outcome: The owner found rust inside the spark plug well. The ignition coil boot had a 'lightning strike' mark, indicating the spark arced to the rusted cylinder head instead of the plug. Cleaning the rust with Evapo-Rust resolved the misfire.

Lesson: Corrosion in the spark plug tube creates an alternate path for the spark. Always inspect the physical environment of the coil before assuming an electrical failure.

How to Prevent This Code From Triggering

• Protect Wiring from Heat (During any under-hood maintenance) — Engine bay heat degrades wire insulation, leading to shorts. Use high-temperature wire loom or heat-resistant tape on harnesses near exhaust manifolds.
• Ensure PCM is Protected from Moisture (After any work near the firewall/cowl) — Moisture causes internal PCM failure. Ensure cowl drains are clear and PCM housing seals are intact to prevent water intrusion.
• Maintain a Stable Electrical System (Every 1-2 years) — Voltage spikes from a failing alternator destroy sensitive driver circuits inside the PCM. Test the charging system and clean primary engine grounds.
• Regularly Replace Spark Plugs (Per manufacturer schedule (e.g., 60k-100k miles)) — Worn spark plugs have wider gaps, requiring the ignition coil to produce higher voltage. This stresses the coil and the PCM's driver circuit.
• Use Dielectric Grease on Coil Boots (When replacing coils or spark plugs) — Dielectric grease improves the seal against the spark plug, preventing moisture intrusion and stopping high voltage from arcing to the cylinder head.

Frequently Asked Questions

What does the 'F' in P2316 mean?

The 'F' corresponds to the sixth cylinder in the engine's firing sequence. On a V8 or V6 engine, consult a service manual diagram to locate cylinder number 6.

Can a bad spark plug cause a P2316 code?

No. This code specifically points to an electrical fault in the primary (low voltage) control circuit between the PCM and the coil. A bad spark plug causes a misfire code (P0306) but does not trigger a primary circuit high voltage code.

I replaced the ignition coil but the code came back. What now?

This confirms the coil was not the issue. Meticulously inspect the wiring harness for shorts to power. If the wiring is intact, the Powertrain Control Module (PCM) has likely failed internally and requires replacement.

What is the difference between the primary and secondary ignition circuit?

The primary circuit is the 12-volt low-voltage side controlled by the PCM. The secondary circuit is the high-voltage side where the coil transforms 12 volts into 20,000+ volts to fire the spark plug. P2316 exclusively indicates a failure on the primary 12-volt side.

Can a bad battery or alternator cause P2316?

Yes. If the alternator's voltage regulator fails and overcharges the system (exceeding 15 volts), the PCM detects this system-wide high voltage. It then triggers primary circuit high codes like P2316 across multiple cylinders.

How much does it cost to diagnose a P2316 code?

Most repair shops charge a diagnostic fee ranging from $100 to $150. This covers the initial scan, visual inspection, and electrical testing required to pinpoint whether the fault lies in the wiring or the PCM.

Is it safe to clear the code and keep driving?

No. Clearing the code does not fix the underlying electrical short or PCM failure, and the code returns immediately. Driving with a dead cylinder dumps raw fuel into the exhaust, destroying the catalytic converter very quickly.

Key Takeaways

• Code P2316 indicates the PCM detects high voltage on the control circuit for ignition coil 'F' (typically cylinder 6), meaning the computer cannot fire that spark plug.
• Unlike generic misfire codes, P2316 is most frequently caused by a burned-out driver transistor inside the PCM, especially on 2011-2016 Ford V8s and 2015-2016 Chrysler 3.6L engines.
• Never replace the PCM without first swapping the cylinder 'F' ignition coil with an adjacent cylinder to confirm the fault does not follow the coil.
• Driving with an active P2316 code dumps raw fuel into the exhaust, which melts the catalytic converter and adds $1,500+ to your repair bill in under 100 miles.
• Always check for Technical Service Bulletins (TSBs) before starting repairs, as manufacturers like Chrysler mandate a complete PCM replacement for this specific code on affected VINs.