OBD-II code family
Intake Tuning Control Circuit Faults (6 codes)
6 related fault descriptions. Use each full code and the exact vehicle service information to identify its circuit, monitored condition, and required tests.
Codes in this family
This is the complete published member list for this guide. Each code retains its own page; shared diagnostic context does not mean that every member has the same test or repair.
- P0660Intake Manifold Tuning Valve Control Circuit/Open (Bank 1)
- P0661Intake Manifold Tuning Valve Control Circuit Low (Bank 1)
- P0662Intake Manifold Tuning Valve Control Circuit High (Bank 1)
- P0663Intake Manifold Tuning Valve Control Circuit/Open (Bank 2)
- P0664Intake Manifold Tuning Valve Control Circuit Low (Bank 2)
- P0665Intake Manifold Tuning Valve Control Circuit High (Bank 2)
What these codes mean
The generic P0660–P0662 descriptions distinguish circuit/open, low and high intake-tuning control results for bank 1; P0663–P0665 give the corresponding bank 2 descriptions. Keep the exact fault condition as well as the identifier when choosing a procedure. An electrical result does not establish that a valve is mechanically stuck or that an intake manifold needs replacement.
The component name and monitor implementation matter. The April 2002 SAE terminology note distinguishes manifold tuning from charge-motion runner controls. Mazda’s cited BT-50 WL-C/WE-C detection table uses full-close intake-shutter control for P0660–P0662 and half-open shutter control for P0663–P0665. These labels do not justify inferring two engine banks, identical actuators or a particular side of the vehicle from the generic title.
That Mazda example also shows why the required command state matters: its low checks evaluate a low voltage while the respective shutter control is off; its high checks evaluate a high voltage while it is on. The circuit/open descriptions also include a driver-temperature condition. These are monitor descriptions for that application, not instructions to disconnect an energized component or apply the same voltage, resistance or threshold to another vehicle.
Save the full scan, status and symptoms before clearing faults. Identify the actual controller, control path, supply, return and component in the matching diagram. Codes for both controls can justify checking shared paths, but they do not prove one common fault or rule out separate faults. A click, normal fuel trim, one working control or a reading that changes after unplugging something is not independent proof of a failed part or a repaired system.
Have the specified electrical and component checks performed with the required isolation and equipment. Do not force a linkage, introduce voltage or vacuum into an unidentified actuator, substitute another bank’s component or remove a manifold on a guess. Repair the demonstrated condition and verify the relevant control and monitor. Driving decisions and repair estimates depend on the actual symptoms, warnings and confirmed job; the code does not guarantee harmless reduced performance or a fixed access cost.
Identify the circuit on your vehicle
Match the full DTC, reporting module, and any failure-type suffix to the service information for your exact year, make, model, engine, and equipment. An identifier alone does not establish installed hardware count, location, connector pinout, or a universal measurement.
Where the manufacturer publishes its own meaning for this code, that is the one to work from — it describes the actual component on your vehicle, which the generic definition cannot. Keep the generic description for what it is good for: it tells you which subject area the standard assigned the code to, which is useful context when the two appear to disagree. If they do disagree, follow the manufacturer.