How to diagnose and fix P1058 fault code

What does the P1058 code mean?

The P1058 is a P1xxx powertrain diagnostic trouble code. Because the second digit is “1”, it is classified as a Manufacturer-Specific (OEM-Defined) code rather than an SAE-standardized generic code, which means its exact factory definition depends on the vehicle brand. The two most widely recognized and OEM-documented definitions are:

For BMW, its official definition is “VVT / Valvetronic Supply Voltage Control Motor High Input (Bank 2)” — also written in BMW diagnostic data as “Variable Valve Timing (VVT) Motor, Bank 2 — High Supply Voltage.” For Audi / Volkswagen Group, the documented definition is “Camshaft Position Actuator (Exhaust) — Short Circuit to Positive / Short to B+ (Bank 2)“.

Here is how the fault logic works in the dominant BMW/Audi-VW case: the engine control module (DME/ECM) drives or monitors the supply voltage to the Bank 2 VVT/Valvetronic control motor or the exhaust-side camshaft adjustment valve (OCV). If that circuit voltage rises above the calibrated maximum — typically because the valve solenoid or motor windings have shorted to the main battery feed (B+), or because system voltage itself is spiking — the ECM logs P1058, turns on the Check Engine Light (MIL), and usually enters a fallback/limp strategy that disables or restricts VVT adaptation on that bank. Because P1058 is manufacturer-specific, the very first move is to hook up a capable car code scanner that can display the OEM-specific description and freeze-frame data for your exact make and model, rather than relying on a bare-bones P-code reader that may only show “P1058 — Manufacturer Contr.” with no usable detail.

Symptoms of Error Code P1058

• Check Engine Light (MIL) illuminated on the dash.
• Reduced engine power or noticeable “limp mode” / torque limiter active, especially under acceleration.
• Rough or unstable idle, hesitation when coming off idle, or a general “flat” throttle feel.
• Possible cold-start roughness because VVT/Valvetronic on Bank 2 is not being allowed to position correctly.
• Decreased fuel economy (timing is not optimizing valve events).
• On BMW: you may also see related Valvetronic/Eccentric Shaft faults (P1055, P1057, P1059, P1060) stored together.
• On Audi/VW: you may notice cam-phase deviation codes (P0014/P0024 family) or rough running flagged on Bank 2.
• If you use a basic code reader that only reads generic P-codes, it will show P1058 but likely won’t explain it — you need an obd2 scanner with enhanced/OEM-profile support (BMW/MINI or VAG) to see the real description and live VVT data.

Main Causes of Error Code P1058

• Internally shorted Bank 2 VVT/Valvetronic control motor or exhaust-side camshaft adjustment solenoid (windings shorted toward B+ so the circuit voltage climbs above the monitor threshold).
• Wiring damage in the Bank 2 solenoid/motor harness — chafed insulation, pinch points where the loom rubs against valve cover edges, heat shields, or exhaust manifolds.
• Connector issues — oil-contaminated pins (these solenoids sit in engine oil), corroded terminals, pushed-out contacts, or a connector that no longer latches firmly.
• Overcharging / voltage regulator fault — if the alternator/regulator pushes system voltage well above ~15 V, the ECM can interpret the high supply as a “short to B+” condition on sensitive monitored circuits.
• Poor engine ground strap (engine-to-chassis) — a weak ground can distort reference/return paths and corrupt how the ECM “sees” circuit voltage on the VVT driver.
• Faulty ECM/DME driver stage (least common, but possible if the output transistor in the module fails short).

How to Diagnose Error Code P1058?

1. Identify the platform first. Confirm make/model/engine before assuming anything. Use a vehicle diagnostics tool to pull P1058 plus any companion codes and freeze-frame (RPM, coolant temp, load at the moment the fault set). Freeze-frame is critical: if the fault set at 1,800+ RPM vs. at cold idle, the diagnosis shifts toward wiring vibration vs. a hard internal short.
2. Quick charging-system sanity check. Measure battery voltage at the posts: ~12.6 V engine off, ~13.8–14.8 V engine running is normal. If you see 15.0+ V at any point under load, address the alternator/regulator first — an overvoltage condition can falsify “supply voltage high” circuit codes.
3. Visual/hands-on inspection (ignition OFF). Locate the Bank 2 VVT solenoid/Valvetronic motor connector (on BMW inline-6, often the eccentric-shaft/Valvetronic servomotor plug on the cylinder head; on Audi/VW V6/V8, the exhaust-side camshaft adjustment valve near the timing cover). Check for:
   • Oil inside the connector (oil wicking up the pins is a classic giveaway).
   • Green/white corrosion, bent terminals, or a cracked latch.
   • Wires rubbing on sharp alloy edges or lying against hot exhaust components.
4. Resistance/continuity checks on the solenoid/motor. Disconnect the connector. Measure resistance across the solenoid/motor terminals (typical VVT solenoids/valves often land around several ohms; BMW Valvetronic motor windings are different — always compare to the factory spec for your engine). OL (open) or near-0 Ω both point to an internal fault. Compare to Bank 1 if both banks share the same part number as a cross-check.
5. Supply/ground check at the connector. Key ON (engine OFF), back-probe the harness side: you should see system voltage on the supply pin and a clean ground return. If system voltage itself is normal yet the ECM keeps logging “High Input / Short to B+,” the solenoid/motor is pulling the line up through an internal short.
6. Clear & verify. After any repair, clear the code with your car scanner, perform a proper drive/heat cycle so the ECM can re-evaluate VVT operation, and re-scan to confirm P1058 does not return.

Possible Causes and Diagnostic Methods

Tools needed: An obd2 scanner / vehicle code reader that can show OEM-specific DTC text and freeze-frame (BMW ISTA/MINI or VAG-capable tool strongly preferred), digital multimeter (DMM), basic hand tools, contact cleaner, dielectric grease, and the factory wiring diagram / test-plan values for your specific engine.

How do I fix error code P1058? (Solutions to the Problem)

Simple Fixes

• Clean, dry, and reseat the connector. On BMW and VAG engines this is often the cheapest win: depower, unplug the Bank 2 solenoid/motor connector, clean oil/corrosion off the pins, fix any pushed-out terminals, apply dielectric grease, and snap it home. Clear with your car code scanner and road-test.
• Charge/alternator check before parts. If battery voltage ever reads above ~15 V, stop and test the alternator/regulator. A spiking charging system can create “voltage high” circuit codes that look like a bad solenoid but aren’t.
• Inspect & reseal the valve-cover area. If the gasket weeps onto the VVT plug, clean the mess now and fix the leak, otherwise the connector will corrode again in weeks.

In-depth Diagnosis and Repair Solutions

• Replace the Bank 2 VVT/Valvetronic motor or exhaust OCV. If resistance is out of spec or a cross-swap proves the part is bad, install an OEM or OEM-equivalent unit only — cheap “universal” VVT solenoids are notorious here. Torque to factory value (over-torquing strips aluminium threads and creates oil-leak headaches). Clear codes with a car scanner and let the ECM relearn.
• Repair harness damage. If the wire loom is chafed or melted near exhaust heat, cut out the bad section, solder + adhesive-lined heat-shrink (no Scotch-Loks, no plain electrical tape in an engine-bay harness), and secure the repaired loom away from sharp edges and heat sources.
• DME/ECM evaluation. If motor, harness, grounds, and charging system all check out perfect yet P1058 returns instantly every cycle, the ECM driver may be shorted. This is dealer/shop territory: a vehicle diagnostics tool capable of running OEM VVT test plans is needed to confirm before anyone touches the ECU.

Fix faults based on symptoms

Common Error Code P1058 in Vehicles

BMW & MINI (most common home of this exact P1xxx label): On BMW inline-6 engines (N52, N53, N54, N55, B58, etc.), P1058 is defined as Valvetronic (VVT) Supply Voltage Control Motor High Input (Bank 2) — “Bank 2” on these transverse/longitudinal layouts refers to the Valvetronic eccentric-shaft servomotor circuit on the affected bank/exhaust side. When the DME sees the motor supply voltage exceed calibrated limits (or detects a short-to-B+ condition on that driver), it shuts down Valvetronic adaptation, sets P1058 + often P1059/P1060 beside it, and you get reduced power and rough running. Diagnosis is centered on the servomotor connector (oil intrusion is the #1 killer), its wiring along the head, and — occasionally — an overcharging system. A car code scanner that can read BMW DME freeze-frame and Valvetronic angle live data is the fastest path to certainty.

Audi / Volkswagen Group: VW/Audi’s OEM tables map P1058 to Camshaft Position Actuator (Exhaust) — Short Circuit to Positive / Short to B+ (Bank 2). The exhaust-side camshaft adjustment valve (N318/N319 family on many 2.0T/3.0T engines) sits in oil, and a shorted winding or oil-soaked connector is the usual root cause. Wiring chafed where the timing-cover loom bends is another common one. Use a scan tool that can show VAG Measuring Blocks (MVB) for cam-angle deviation and block 093/related VVT data to confirm.

Ford, Toyota, Honda, Jeep, GM: These brands do not use P1058 in any standardized way. If a generic listing site tries to tell you “P1058 = O2 sensor on a Jeep,” that is a database cross-wiring error — Ford’s P1xxx space is Ford-only, GM’s is GM-only, etc. Always treat P1058 as “manufacturer-specific” and verify the definition inside your specific car’s OEM scan data, not a random internet table.

P1058 Frequently Asked Questions

Is P1058 a generic OBD-II code?

No. P1058 is a P1xxx Manufacturer-Specific code. The “1” in the second digit tells you it is OEM-defined, not an SAE-standardized P0xxx. That is why a basic reader may only say “Manuf Specific” — you need an obd2 scanner with the correct OEM profile (BMW or VAG) to see the real meaning.

Can I drive with P1058?

Short-term, the car will usually still run, but you are driving with VVT/Valvetronic restricted or disabled on one bank — expect rough idle, hesitation, reduced power, and worse fuel mileage. Longer-term, continued driving risks fouling catalysts and uneven cylinder temperatures. Get it diagnosed promptly.

Will disconnecting the battery clear P1058?

It might kill the MIL temporarily, but if the root cause (shorted solenoid/motor, damaged wiring, overvoltage, etc.) is still present, the ECM will set it again within a few drive cycles. The correct workflow is: identify the fault with a proper vehicle code reader or scan tool, fix the root cause, then clear the code so it stays gone.

How much does fixing P1058 cost?

• Diagnosis / scan: $80–$160 (many shops credit this toward the repair).
• VVT solenoid/OCV replacement (parts + labor): typically $180–$480 depending on engine access and whether a valve-cover gasket is done at the same time.
• Valvetronic servomotor (BMW): more involved — often $500–$1,200 because the motor lives under the valve cover and sometimes requires eccentric-shaft position relearn.
• Alternator/regulator (if that is the real trigger): $350–$950.
• ECM/DME repair/replacement (rare): significantly more, and only after everything else is ruled out.

What should I not do?

Don’t throw parts at it. “High Input / Short to B+” can come from the motor itself, its wiring, or system voltage — three different failure paths with three different fixes. Ten minutes with a multimeter and a decent car scanner saves hundreds in wrong guesses.

P1058 Related OBD2 Errors

• P1057 — Valvetronic (VVT) Supply Voltage Control Motor Electrical (Bank 1) / related low-input or circuit-malfunction codes on the opposite bank
• P1059 — Valvetronic (VVT) Supply Voltage Control Motor Low Input (Bank 2)
• P1060 — Valvetronic (VVT) Control Motor, Bank 2 Supply Voltage Circuit Malfunction
• P0014 / P0024 — “B” Camshaft Position Timing Over-Advanced (Bank 2 Exhaust)
• P0015 / P0025 — “B” Camshaft Position Timing Over-Retarded (Bank 2)
• P0562 / P0563 — System Voltage Low / High (charging-system problems that cascade into “voltage high” circuit codes)
• P0651 — Sensor Reference Voltage “B” Circuit faults (can corrupt multiple solenoid supplies at once)

Important! P1058 is a manufacturer-specific powertrain code tied to a live engine-bay circuit carrying system voltage and (on BMW) sitting in engine oil. If you are not comfortable measuring live voltage with a multimeter around a running engine, or if the car is under any kind of powertrain warranty, let a pro handle it. Capture freeze-frame with a quality vehicle diagnostics tool before unplugging anything, and remember: just because the code “starts with P” does not mean every brand defines P1058 the same way — always verify the OEM description for your exact make/model before ordering parts.