OBD-II Code P2645: Rocker Arm Actuator Control Circuit/Open

What Does P2645 Mean?

P2645 means the Powertrain Control Module (PCM) detects an electrical open circuit in the 'A' rocker arm actuator on Bank 1. This actuator controls the Variable Valve Timing (VVT) system, adjusting valve lift to optimize engine performance. An 'open' circuit means a broken wire, a dead solenoid coil, or a disconnected plug prevents the electrical signal from reaching the actuator.

Technical definition: The SAE/OBD-II definition is "'A' Rocker Arm Actuator Control Circuit/Open (Bank 1)". The PCM detects a complete break in electrical continuity to the Bank 1 rocker arm actuator. This component drives variable valve lift systems like Honda's VTEC or GM's Active Fuel Management (AFM).

Can I Drive With P2645?

Yes, But With Caution. You can drive, but expect poor acceleration, rough idling, and a 10-15% drop in fuel economy. Avoid long trips, heavy towing, or aggressive acceleration until the issue is fixed to prevent engine strain. Ignoring this code causes inefficient combustion, which overheats and destroys the catalytic converter—a secondary repair costing $800 to $2,500.

Common Causes

• Faulty Rocker Arm Actuator Solenoid (Very Common) — The solenoid coil burns out internally, creating a definitive open circuit. This is the most frequent point of failure for P2645.
• Damaged Wiring or Poor Connections (Common) — Wires break, fray, or melt against the hot engine block. The electrical connector at the solenoid frequently loosens, corrodes, or fills with oil, interrupting the PCM signal.
• Low, Dirty, or Incorrect Engine Oil (Common) — While primarily a hydraulic issue, severe sludge or low oil pressure prevents the actuator from moving. The PCM sometimes misinterprets this complete lack of response as a circuit failure.
• Failed Rocker Arm Oil Pressure Switch (Less Common) — This switch verifies oil pressure in the actuator system. A failed switch sends no signal, mimicking an open circuit. On Hondas, this switch is integrated directly into the VTEC solenoid assembly.
• Failed Aftermarket Solenoid (Less Common) — Low-quality aftermarket solenoids have a high out-of-the-box failure rate. They frequently fail electrically within months of installation, causing the code to return.
• Internally Damaged Actuator Assembly (Rare) — On GM 2.5L engines, the actuator solenoid physically shatters internally. Debris lodges in the camshaft cover oil passages, requiring replacement of both the solenoid and the cam cover.
• Faulty Powertrain Control Module (PCM) (Rare) — The internal PCM driver circuit responsible for grounding the actuator burns out. Consider this only after exhaustively ruling out wiring and solenoid failures.

Symptoms

• Check Engine Light is On — The PCM immediately illuminates the Malfunction Indicator Lamp (MIL) as soon as the open circuit fault is detected.
• Poor Engine Performance — The engine feels sluggish, hesitates on acceleration, and lacks power at higher RPMs. On Hondas, this is described as 'VTEC not engaging'.
• Rough or Unstable Idle — The engine runs unevenly, shakes, or vibrates while stopped, feeling similar to an ignition misfire.
• Increased Fuel Consumption — The engine runs inefficiently without optimized valve operation, leading to a 10-15% decrease in gas mileage.
• Engine Stalling or Limp Mode — The PCM triggers a 'limp mode,' drastically reducing engine power and capping RPMs (usually at 3,000) to prevent mechanical damage.

Diagnostic Flowchart

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

Common Fixes & Costs

• Replacing the Rocker Arm Actuator / VVT Solenoid — Parts: $70-$300, Labor: $80-$280, ~1.5 hr book time (Intermediate)
  Honda Accord (2008-2012, 2.4L): OEM
  Honda CR-V (2002-2011, K-Series): OEM
  Chevrolet Malibu / Impala (2014-2015, 2.5L): OEM
• Repairing Damaged Wiring or Connector — Parts: $10-$50, Labor: $120-$250, ~1.5 hr book time (Intermediate)
• Cleaning the VVT Solenoid and Screen — Parts: $10-$30, Labor: $75-$160, ~1.5 hr book time (Intermediate)
• Engine Oil and Filter Change — Parts: $30-$80, Labor: $40-$100, ~0.6 hr book time (DIY)
• Engine Oil System Flush — Parts: $20-$40, Labor: $100-$180, ~1 hr book time (Professional)
• Replacing the Powertrain Control Module (PCM) — Parts: $600-$900, Labor: $200-$300, ~1.5 hr book time (Professional)

DIY vs Professional

• Engine Oil and Filter Change — Beginner:
  Tools: Wrench for drain plug, oil filter wrench, drain pan, funnel.
• Replacing the VVT Solenoid — Beginner:
  Tools: 10mm socket, ratchet, extensions, torque wrench, needle-nose pliers, shop towels.
• Cleaning the VVT Solenoid Screen — Beginner:
  Tools: Same as replacing the solenoid, plus brake cleaner and a new gasket.
• Repairing Damaged Wiring — Beginner:
  Tools: Multimeter, wire strippers, crimpers, heat shrink tubing, soldering iron.

Used vs. New Parts: Buying Guide

When a used part is worth it: For a VVT/VTEC solenoid, a used OEM part from a low-mileage vehicle (<80,000 miles) is a cost-effective alternative to a new OEM part on an older, high-mileage vehicle. Avoid used parts from vehicles scrapped due to engine failure.

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

Donor quality checklist:

• Verify the donor vehicle's mileage and reason for being salvaged.
• Inspect the part for physical damage, and check that the filter screen is intact.
• Match the OEM part number exactly.

Decision logic:

• If Vehicle is under 100K miles and you plan to keep it long-term → Buy a new OEM part. The reliability is worth the extra cost over aftermarket options.
• If Vehicle is over 150K miles and you are on a tight budget → A used OEM part is an acceptable risk, but avoid cheap, no-name aftermarket parts.
• If The part is for a GM 2.5L engine with a known internal failure issue (TSB 21-NA-274) → Buy a new OEM part only. A used part likely has the same defect.

Warranty tradeoff: Used parts from salvage yards typically offer a 30-90 day warranty. New aftermarket parts offer 1-year to limited lifetime warranties. New OEM parts usually carry a 1-year warranty.

Worst-case if a used part fails: $200-$450, representing the cost of repeat labor plus another replacement part.

What Happens If You Wait — Timeline

1. 0-1 month: Check Engine Light illuminates. Intermittent hesitation during acceleration. VTEC/high-lift cam profile fails to engage. (MPG impact: 5-10%% · Added cost: $20-$60 in wasted fuel.)
2. 1-3 months: Performance issues become consistent. Rough or unstable idle becomes noticeable. Fuel economy drops significantly. (MPG impact: 10-20%% · Added cost: $60-$200 in wasted fuel.)
3. 3-6 months: Vehicle enters 'limp mode' frequently, capping RPMs. Inefficient combustion causes carbon buildup and strains the catalytic converter. (MPG impact: 15-25%% · Added cost: $200-$500 in wasted fuel, plus early catalytic converter stress.)
4. 6+ months: Sustained inefficient combustion melts the catalytic converter. Sludge starves other engine components of oil. (MPG impact: >25%% · Added cost: $1500-$3500 for catalytic converter replacement.)

Cost of Not Fixing It

• 0-1 Month: Noticeable drop in fuel economy (10-15%), poor acceleration, and rough idling. Guaranteed failure of state emissions tests. (Added cost: $50-$150 in wasted fuel.)
• 1-6 Months: Inefficient combustion from incorrect valve timing overheats the catalytic converter, causing permanent degradation. (Added cost: $1000-$2500 for catalytic converter replacement.)
• 6+ Months: Sustained strain on the valvetrain and a completely melted catalytic converter. The vehicle enters permanent 'limp mode' and becomes undrivable. (Added cost: $1500-$4000+, including engine internal repairs and catalytic converter replacement.)

Diagnosis Steps

1. Scan for Codes and Review Freeze Frame Data
   Use an OBD-II scanner to confirm P2645 is active. Look for companion codes like P2646 (Stuck Off) or P2647 (Stuck On), which point to a hydraulic issue rather than a purely electrical one. Analyze the freeze-frame data to see the exact RPM and load when the fault triggered.
   Tools: OBD-II Scanner (Beginner)
2. Check Engine Oil Level and Condition
   Pull the dipstick, wipe it clean, re-insert it fully, and check the level. The oil must be between the 'min' and 'max' marks and have a clean, amber appearance. If the oil is low, black, or sludgy, perform an oil change before replacing any electrical parts.
   Tools: Shop Towel, Dipstick (Beginner)
3. Visually Inspect Wiring and Connectors
   Locate the rocker arm actuator solenoid. Meticulously inspect the wiring harness for cracking, melting, or oil saturation. Unplug the connector and examine the pins for green corrosion, moisture, or bent terminals.
   Tools: Flashlight, Mirror (Beginner)
4. Test the Solenoid Coil Resistance
   Disconnect the solenoid's electrical connector. Set a multimeter to Ohms (Ω) and measure the resistance across the pins on the solenoid itself. A reading of infinite resistance (OL) confirms the coil is broken. A healthy Honda/Acura VTEC solenoid reads 14 to 30 Ohms. If the reading is outside the specified range, replace the solenoid.
   Tools: Multimeter, Vehicle Service Manual (Intermediate)
5. Check for Power at the Connector
   Turn the ignition key to the 'On' position (engine off). Use a multimeter set to DC Volts to check for battery voltage (approximately 12V) between the power wire in the harness and a known good ground. No voltage indicates a blown fuse or a broken supply wire.
   Tools: Multimeter (Intermediate)
6. Perform a 'Wiggle Test'
   Reconnect the solenoid and have a helper monitor the live data for the actuator circuit on a scan tool. With the engine running, carefully wiggle the wiring harness and connector. If the circuit status changes, you have an intermittent break in the wiring.
   Tools: OBD-II Scanner (with live data) (Intermediate)
7. Pro Tip: Command the Solenoid with a Bi-Directional Scan Tool
   Use a professional scan tool to command the rocker arm actuator solenoid on and off. You should hear an audible click and see the 'VTEC Pressure Switch' PID change state. If you hear a click but pressure doesn't change, the issue is hydraulic. If you don't hear a click, the solenoid is electrically dead.
   Tools: Bi-Directional Scan Tool (Advanced)
8. Pro Tip: Test VVT Oil Pressure Manually
   Locate the test port on the VVT solenoid assembly. With the engine warm, measure the pressure. The system requires a minimum pressure of 25-30 PSI to activate. A healthy system produces 50-70 PSI at 3,000 RPM.
   Tools: Oil Pressure Gauge Kit, Vehicle Service Manual (Advanced)
9. Pro Tip: Verify the PCM Signal with an Oscilloscope
   Connect an oscilloscope to the control wire and ground. Rev the engine above 3,000 RPM. You should see a clean square wave (PWM) signal from the PCM. No signal or a garbled signal points to a wiring issue or a faulty PCM driver.
   Tools: Oscilloscope, Vehicle Service Manual (Advanced)

When This Code Triggers (Freeze-Frame Conditions)

• Engine Coolant Temp: 170-220°F (The engine must reach full operating temperature before the PCM commands the VVT/VTEC system to turn on.)
• Engine RPM: 2500-4000 RPM (The fault logs exactly when the PCM attempts to engage the high-lift cam profile during acceleration.)
• Engine Load: 30-70% (Occurs under moderate engine load during normal driving when extra performance is requested.)
• Vehicle Speed: 40-65 mph (Triggers during highway acceleration or sustained cruising, matching the VVT system's operational range.)

Related Codes

• P2646 — Means 'Stuck Off'. P2645 is an electrical open circuit, while P2646 is a hydraulic performance fault (PCM commands solenoid, but oil pressure doesn't build). They frequently appear together.
• P2647 — Means 'Stuck On'. The PCM sees oil pressure when the system should be off. Caused by a mechanically stuck solenoid or a short to power.
• P0010 / P0011 — Generic camshaft position actuator circuit codes. They point to the camshaft phaser actuator, not the rocker arm actuator, but appear alongside P2645 if there is a broader VVT oil pressure failure.
• P16D0 / P16CF — GM-specific codes for intake rocker arm solenoid valve performance. They confirm the fault lies specifically with the intake rocker arm solenoid.

Climate & Environmental Factors

• Cold Weather: Engine oil thickens in cold temperatures. Using incorrect viscosity (e.g., 10W-30 instead of 5W-20) prevents the oil from flowing fast enough on cold starts to build VVT hydraulic pressure, triggering performance and circuit codes.
• High Humidity / Road Salt: Prolonged exposure to moisture and winter road salt accelerates corrosion on the VVT solenoid connector pins, directly causing the open circuit P2645 code.

How to Talk to a Mechanic About This Code

Say this: "I have an active P2645 code indicating an open circuit in the rocker arm actuator. Please test the solenoid's resistance and verify power and ground at the connector before replacing parts."

This signals you understand the code is electrical and requests a specific, logical diagnostic path. It prevents the shop from blindly replacing the solenoid without confirming it's the actual point of failure.

Avoid saying:

• 'My check engine light is on, can you just fix it?'
• 'The car is running rough, do whatever you think is best.'
• 'I read online it's the VTEC thingy, just change that.'

Questions to ask before authorizing the repair:

• What was the Ohm reading on the solenoid coil? Was it open or within spec?
• Did you confirm there is battery voltage at the solenoid connector with the key on?
• If the solenoid and wiring test good, what is your recommended next step?
• Is the replacement part you're quoting an OEM or aftermarket brand, and what is the warranty?

Where to Take It: Dealer vs Independent vs Chain

• Dealer: Recommended only if your vehicle is covered by a warranty or if an independent shop has been unable to solve the problem.
  Best for: Vehicles under a manufacturer's warranty or special coverage (like GM's N192289160)., Complex diagnoses where a PCM failure is suspected.
  Downsides: Highest labor rates., May recommend replacing a full assembly when only a component has failed. (Typical cost: +50% vs. baseline)
• Independent Shop: Best Fit. An experienced independent mechanic efficiently tests the circuit and replaces the correct part at a fair price.
  Best for: Out-of-warranty vehicles, especially common ones like Honda or Chevrolet., Cost-conscious owners who want a reliable repair without dealer prices.
  Downsides: Quality and experience vary. Look for shops specializing in your car's make. (Typical cost: +0% vs. baseline)
• Chain Shop: Acceptable for an oil change, but use with caution for the full diagnosis and repair of a P2645 code.
  Best for: The very first step: an oil and filter change, if you suspect it's the cause.
  Downsides: Technicians lack the in-depth electrical diagnostic experience for this code., High pressure to sell parts leads to replacing the solenoid without proper circuit testing. (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 value, sell or trade it in.

• Car worth $4500, fix is $550: Fix it. The repair cost is well below the threshold and restores key engine function.
• Car worth $3000, fix is $1600: Walk away. This repair cost is over 50% of the car's value, suggesting it's not a sound investment.
• Car worth $9000, fix is $0: Fix it. If the repair is covered under a warranty or special coverage program, there is no reason not to.

What Scan Tool You Need for This Code

Minimum: A scanner that reads and clears codes, and displays live data PIDs (like engine RPM and oil pressure switch status).

A basic $20 reader only gives you the code. It can't show live data to see if the oil pressure switch is responding, nor can it command the solenoid to test it, leaving you to guess which part is broken.

Budget: BlueDriver Bluetooth Pro (~$100) — Connects to your phone and provides freeze-frame data, live data graphing for relevant sensors, and detailed repair reports.

Mid-range: Foxwell NT510 Elite / Innova 5610 (~$150) — Adds crucial bi-directional control to command the VVT solenoid on and off, confirming electrical and mechanical function instantly.

Professional: Autel MaxiCOM MK808 / XTOOL D7 (~$400-600) — Offers full bidirectional control, comprehensive OEM-level diagnostics, and a user-friendly tablet interface.

How to Clear the Code After You Fix It

1. Use an OBD-II scan tool to clear the P2645 code.
2. Perform a complete drive cycle to allow the vehicle's readiness monitors to run their self-tests.
3. Re-scan the vehicle to confirm the code has not returned and that monitors are set to 'Ready'.

Drive cycle (~30 minutes): A general drive cycle includes: 1) Cold start (engine off for 6+ hours). 2) Idle for 2-3 minutes. 3) Drive for 15-20 minutes with mixed city/highway conditions, including steady cruising at 50-60 mph for at least 5 minutes. 4) Perform several smooth accelerations and coast-down decelerations. 5) Allow the vehicle to cool down.

Readiness monitors affected: Catalyst (CAT) monitor, Oxygen (O2) sensor monitor, Evaporative System (EVAP) 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'; the car will fail an emissions test in this state.
• Disconnecting the battery to clear the code is not recommended as it erases learned memory from other modules.
• The code returns immediately if the underlying electrical or mechanical fault is not fixed.

Will This Fail Emissions / State Inspection?

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

• California: An illuminated Check Engine Light is an automatic failure. After repair, complete a full drive cycle to set all readiness monitors before re-testing.
• New York: A vehicle automatically fails the emissions inspection if the Check Engine Light is on. The vehicle must be driven to set readiness monitors before it can pass.
• Texas: In the 17 counties requiring emissions testing, an active P2645 code causes an automatic test failure. The vehicle cannot be registered until repaired.

Most Commonly Affected Vehicles

• Honda Accord (2003-2012) — Extremely common due to VTEC spool valve assembly failures. The 2008-2012 2.4L models are particularly notorious.
• Honda CR-V (2002-2014) — Uses the same K-series engine and VTEC design as the Accord, making it highly susceptible to clogged solenoid screens and oil pressure switch failures.
• Honda Civic (2001-2015) — The VTEC system in these models is very sensitive to oil quality and level. The Si models (2006-2015) are frequently affected.
• Chevrolet Malibu (2013-2015) — The 2.5L LKW engine is notorious for this code. GM issued Special Coverage N192289160 for 2014 models, extending the rocker arm oil control valve warranty to 10 years/120,000 miles.
• Chevrolet Impala (2014-2015) — Equipped with the same 2.5L LKW engine as the Malibu, the 2014 Impala is also included in GM's Special Coverage N192289160.
• Acura TSX (2004-2014) — Acuras with K-series engines share the exact same VTEC system as Hondas and are prone to identical spool valve assembly failures.
• Buick Regal (2014-2017) — Features the same 2.5L LKW engine found in the Chevrolet Malibu and is affected by the same solenoid failures described in GM TSB 21-NA-274.
• Hyundai Sonata (2011-2019) — Issues within the CVVT system, such as a faulty Oil Control Valve (OCV), trigger P2645, especially on the 2.4L GDI engines.
• Subaru Outback / Forester (2010-2014) — Triggered by a failing oil pressure switch for the variable valve lift system. Replace the switch before suspecting the more expensive solenoid.

Manufacturer-Specific Notes

• Honda / Acura: The code almost always points to the VTEC spool valve assembly, which bundles the solenoid, filter screen, and oil pressure switch. Replacing the entire assembly is the standard, definitive fix.
• Chevrolet / Buick: TSB 21-NA-274 warns that the 2.5L solenoid shatters internally. If this happens, debris contaminates the camshaft cover. You MUST replace the camshaft cover along with the failed solenoid to prevent immediate repeat failure.
• Hyundai: P2645 relates to the Oil Control Valve (OCV). Before replacing the OCV, perform an engine oil flush. Sludge buildup in GDI engines clogs the fine passages in the OCVs.
• Subaru: The variable valve lift system uses oil pressure switches to monitor operation. The oil pressure switch fails more frequently than the VVL solenoid. Replace the switch first.

Real Owner Stories

2007 Honda Element with 150K miles

Check Engine Light came on, car went into 'limp mode' and wouldn't rev past 3,000 RPM. Code read was P2646 (Stuck Off), a common partner to P2645.

What they tried:

1. Performed an oil change, as low/dirty oil is a primary cause. The code returned.
2. Replaced the VTEC solenoid assembly (spool valve) with a new part.

Outcome: Replacing the VTEC solenoid assembly immediately fixed the issue. The car returned to normal operation.

Lesson: For high-mileage Hondas, if a fresh oil change doesn't solve a VTEC-related code, the VTEC solenoid assembly is the most likely culprit and a straightforward repair.

2014 Chevy Malibu 2.5L with 85K miles

Check Engine Light on with code P2645. Car had a noticeable hesitation between 35-40 mph.

What they tried:

1. Replaced the intake VVT solenoid with a new ACDelco part. Cleared the code, but it returned after 10 miles.
2. Re-checked all wiring and connectors, applied dielectric grease. The code still returned.
3. A professional technician suggested clogged oil passages leading to the actuator.

Outcome: The owner had a professional engine oil system pressure flush performed to clear internal blockages, which permanently cleared the code.

Lesson: If replacing the solenoid doesn't fix P2645 on a GM 2.5L, the root cause is hydraulic. Sludge in oil passages prevents oil pressure from reaching the new part, requiring a system flush.

2014 Chevy Malibu with high mileage

Car presented with multiple codes, including P2645 and P2646 for the intake rocker arm solenoid.

What they tried:

1. Technician used a multimeter to test the resistance of the solenoid's coils.
2. One coil measured a healthy 24.8 Ohms, but the other measured 4.6 Mega-Ohms, indicating an open circuit internally.

Outcome: The multimeter test definitively proved the solenoid failed electrically. Replacing the solenoid resolved both P2645 and P2646 codes.

Lesson: Don't just replace parts. A 2-minute multimeter resistance test provides 100% confirmation that the solenoid coil is electrically bad before you spend money on a new part.

How to Prevent This Code From Triggering

• Use high-quality full synthetic engine oil (Every oil change) — Synthetic oils resist thermal breakdown and prevent sludge, the primary cause of clogged solenoid screens and oil passages.
• Follow the 'severe service' oil change interval (Every 3,000-5,000 miles) — Short trips and excessive idling prevent the engine from reaching optimal temperature, leading to condensation and sludge. Frequent oil changes remove these contaminants.
• Avoid prolonged engine idling (Daily habit) — Idling prevents engine oil from reaching a temperature high enough to burn off moisture and fuel contaminants, accelerating sludge formation.
• Replace the PCV valve periodically (Every 30,000-50,000 miles) — A clogged PCV valve leads to pressure buildup in the crankcase, accelerating oil breakdown and sludge formation.

Frequently Asked Questions

Can I fix P2645 myself?

Yes, for many vehicles, this is a manageable DIY repair. Checking the oil, cleaning the solenoid screen, and replacing the VVT solenoid assembly require only basic hand tools and 1-2 hours. Access can be tight against the firewall on some models.

I replaced the solenoid, but the P2645 code came back. What's next?

First, verify you used a high-quality OEM part, as cheap aftermarket solenoids fail frequently. Next, test the oil pressure switch and inspect the wiring harness for hidden breaks. If electricals are perfect, a professional engine oil system flush is required to clear clogged internal passages.

What happens if I ignore P2645?

Ignoring P2645 causes persistent poor engine performance, a 10-20% drop in fuel economy, and guaranteed emissions test failure. Long-term operation with incorrect valve timing overheats the catalytic converter. This turns a $200 solenoid replacement into a $2,000 exhaust repair.

Will an oil change fix P2645?

If the code stems from low oil or incorrect viscosity, an oil and filter change using manufacturer-specified oil resolves the issue. After the change, clear the codes and perform a 30-minute drive cycle. If the code returns, the solenoid or wiring has physically failed.

What's the difference between a rocker arm actuator and a camshaft phaser?

A camshaft phaser rotates the entire camshaft to advance or retard valve timing. A rocker arm actuator switches between different cam lobe profiles to change valve lift and duration. P2645 specifically targets the rocker arm actuator circuit, not the phaser.

What is 'Bank 1'?

Bank 1 always refers to the side of the engine containing cylinder #1. Inline 4-cylinder engines only have one bank. For V6 or V8 engines, you must identify Bank 1 in your service manual before replacing parts.

How serious is code P2645?

P2645 is a moderately severe code that significantly impacts performance and fuel efficiency. While it rarely causes immediate catastrophic engine failure, driving with it strains the valvetrain. Address the issue within a few weeks to prevent expensive catalytic converter damage.

Key Takeaways

• P2645 is an electrical 'open circuit' code indicating a broken wire, loose connector, or a dead coil inside the rocker arm actuator solenoid.
• Test the solenoid coil resistance with a multimeter; a healthy Honda K-series solenoid reads 14-30 Ohms, while an infinite (OL) reading confirms it needs replacement.
• Check your engine oil level and condition immediately, as low or sludge-filled oil prevents the hydraulic VVT system from building the required 25-30 PSI to operate.
• On 2013-2015 GM 2.5L engines, check for Special Coverage N192289160, which extends the rocker arm oil control valve warranty to 10 years or 120,000 miles.