OBD-II trouble code
P0663: Intake Manifold Tuning Valve Control Circuit/Open (Bank 2)
The same open-circuit fault as its Bank 1 counterpart, on the other cylinder bank. What is different is not the electricity but the geography: on a transverse V engine, Bank 2 is usually the side you cannot reach.
Quick facts
- System
- Powertrain
- Category
- Air Intake / Manifold Control
- Severity
- Medium severity
- Drivable
- Usually safe to drive short-term
- Repair cost range
- $110 – $1,200
- DIY difficulty
- Advanced DIY
What does P0663 mean?
The existence of this code tells you something about the engine before you look at anything. Bank 2 is the group of cylinders that does not contain cylinder number one, so a vehicle capable of setting P0663 has two banks — a V or a flat engine — and a tuning arrangement with either two separate valves or two actuators on a shared manifold. Inline engines cannot set this code at all, and seeing it on one means the definition being used belongs to a manufacturer-specific list rather than the generic one.
The electrical fault is the same open circuit its Bank 1 counterpart describes: the module cannot detect its control circuit, because a connector is loose, a wire is broken, a feed is missing or a solenoid coil has failed open. What changes is where all of that has to be done.
Start by establishing which physical side of the engine bay Bank 2 actually is, because assuming costs more here than anywhere else in this family. Bank 2 is defined by cylinder numbering, not by position, and cylinder numbering is a manufacturer decision. On transverse V6 installations some makers put Bank 1 at the front, against the radiator, and Bank 2 against the bulkhead; others do exactly the reverse. Get it wrong and the first move of the diagnosis is to dismantle the wrong side of the engine — which, on the accessible bank, is merely wasted time, and on the buried one is most of a day.
That access asymmetry is the practical heart of this code. Where Bank 2 is the firewall-side bank of a transverse V, the solenoid and its connector may be reachable only from underneath, or only after the plenum, wiper cowl or intake ducting comes off. The identical component that costs an hour on the front bank can cost three or four on the rear one. So the same fault, on the same vehicle, produces materially different quotes depending on which bank set the code — and a customer comparing this repair against a friend's bill for P0660 on the same model is not being overcharged.
The code-pairing read is worth having. P0663 on its own is a fault local to one side: that connector, that wire, that solenoid. P0663 together with P0660 is almost never two coincidental failures of the same part on the same day — it points at something the two banks share, which is normally a common fused feed, a shared ground, or the module driving both. Chasing the shared item first turns two expensive repairs into one cheap one.
As with every member of this family, driving on it is fine. The valve is stuck in one position, so one bank's intake tract is locked at a fixed length. The car loses part of its torque curve and a little economy, and nothing is being harmed.
Common causes
- Connector on the Bank 2 solenoid unlatched, corroded or damaged, often in a position where it cannot be seen from above
- Open circuit in the Bank 2 control wire, commonly where the harness crosses the bellhousing or bulkhead
- Bank 2 tuning valve solenoid coil failed open
- Loss of the shared fused feed serving both banks' solenoids
- Water or debris collecting in the cowl area above a firewall-side solenoid and corroding its terminals
- Harness damage from previous work on the rear bank, which requires far more dismantling than the front
- Broken linkage or detached actuator rod on the Bank 2 valve
- Carbon seizing the Bank 2 valve shaft in one position
- Failed module driver for the Bank 2 circuit
Symptoms
- Check engine light on
- A flat spot at one end of the rev range, usually less pronounced than a single-bank engine's because only half the cylinders are affected
- Slight roughness or an uneven feel under load as the two banks breathe differently
- Fuel economy down modestly
- Fuel trims that differ between banks rather than moving together
- No physical response from the Bank 2 valve when commanded with a scan tool
- Hesitation through the engine speed at which the valve should switch
- No obvious symptoms at all on some engines, with the code found during unrelated diagnosis
Diagnostic steps
- 1.Confirm which physical side of the engine is Bank 2 on this specific vehicle before touching anything. It is the bank without cylinder one, and on transverse V engines manufacturers differ on which side that is.
- 2.Read all stored codes. P0663 alongside its Bank 1 counterpart points at a shared feed, ground or module rather than at two simultaneous component failures.
- 3.Check the fuse and shared supply serving both banks' solenoids, since a single feed fault explains a two-bank code set in one step.
- 4.Inspect the Bank 2 connector, accepting that on a firewall-side bank this may mean access from below or removing ducting. Do not assume it is seated because it cannot be reached to check.
- 5.Measure the Bank 2 solenoid coil resistance against specification, and against the Bank 1 solenoid measured the same way. A direct comparison between banks is the cheapest reference available on a two-bank engine.
- 6.Check continuity of the Bank 2 control wire back to the module, paying attention to where the harness crosses the bellhousing or passes the bulkhead.
- 7.Look for water, leaf litter and corrosion around a firewall-side solenoid, since debris collecting in the cowl area drains onto exactly that part of the engine.
- 8.Command each bank's valve independently with a scan tool and compare the response. One bank moving and the other not localises the fault immediately.
- 9.Before quoting, establish what has to come off to reach the Bank 2 solenoid on this engine, because that decides most of the bill.
Repair cost
$110 – $1,200
The parts are the same as the Bank 1 version and the labour usually is not. The solenoid is $40 to $260, but where Bank 2 is the firewall-side bank of a transverse V, reaching it can require ducting, cowl or plenum removal and the job lands at $450 to $1,000 rather than the $150 to $400 the accessible bank would cost. Diagnosis alone is $90 to $180 and runs a little higher than on Bank 1 simply because inspection takes longer when nothing can be seen from above. Connector or terminal repair is $110 to $350. Harness repair where the break is behind the engine is $200 to $700. A shared feed or fuse fault causing codes on both banks is the cheapest realistic outcome at $100 to $300 and is the reason to read the full code list before ordering any part. If the tuning valve is integral to the manifold on this design, $500 to $1,200 covers the assembly.
Estimate your repair
Run the numbers for your vehicle
Open the Repair Cost Estimator with intake manifold runner control actuator replacement preselected. Adjust labor rate and vehicle category to fit your situation.
DIY vs shop
This is an advanced DIY job. It typically requires specialty tools, scan-tool access, lifting equipment, or careful sequencing to avoid causing new failures. Plan for extended downtime and have a backup vehicle. Most owners are better served by a shop that has done this repair before.