TR
EN
P2005 Intake Manifold Runner Control Stuck Open (Bank 2)
P2005 Intake Manifold Runner Control Stuck Open (Bank 2) is a generic OBD-II diagnostic trouble code indicating that the Engine Control Module (ECM/PCM) has detected that the Intake Manifold Runner Control (IMRC) system on Bank 2 is stuck in the open position or is not reaching the commanded closed position.
The Intake Manifold Runner Control system regulates the path and velocity of intake air entering the engine. Depending on engine speed, engine load, throttle position, and other operating conditions, the ECM/PCM commands the intake manifold runner flaps to open or close.
When the ECM/PCM commands the Bank 2 runners to close but detects that they remain open, it may store P2005 and illuminate the Check Engine Light.
In simple terms, P2005 means the Bank 2 intake manifold runner system is not closing when the engine computer expects it to close.
This does not automatically mean that the intake manifold itself is defective. The runner may be mechanically stuck open, the actuator may have failed, the linkage may be broken, a vacuum actuator may not be functioning correctly, or the position sensor may be reporting an incorrect position.
It is also important to distinguish P2005 from the nearby IMRC codes:
-
P2005 = Intake Manifold Runner Control Stuck Open (Bank 2)
-
P2006 = Intake Manifold Runner Control Stuck Closed (Bank 1)
-
P2007 = Intake Manifold Runner Control Stuck Closed (Bank 2)
-
P2008 = Intake Manifold Runner Control Circuit/Open (Bank 1)
-
P2009 = Intake Manifold Runner Control Circuit Low (Bank 1)
-
P2010 = Intake Manifold Runner Control Circuit High (Bank 1)
-
P2011 = Intake Manifold Runner Control Circuit/Open (Bank 2)
-
P2012 = Intake Manifold Runner Control Circuit Low (Bank 2)
-
P2013 = Intake Manifold Runner Control Circuit High (Bank 2)
The key distinction is that P2005 describes a runner-position or movement problem, while P2013 describes a high electrical circuit condition.
What Does P2005 Mean?
The code contains several important terms.
Intake Manifold Runner Control
Intake Manifold Runner Control, or IMRC, is an intake-air management system used on many engines.
The system changes the effective intake path to optimize airflow under different operating conditions.
Depending on the vehicle, the system may include:
-
Runner flaps
-
Runner shafts
-
Mechanical linkage
-
Electric actuator
-
Vacuum actuator
-
Control solenoid
-
Position sensor
-
Position switch
-
Electrical wiring
-
ECM/PCM control
Not every engine uses the same configuration.
Stuck Open
“Stuck open” means the ECM/PCM believes the runner system has remained open when it should have moved toward the closed position.
A simplified example is:
ECM command: Closed
Actual runner position: Open
If the discrepancy persists under the diagnostic conditions programmed into the ECM/PCM, P2005 can be stored.
The runner may be physically stuck open, or the ECM may simply be receiving incorrect position information.
Bank 2
Bank 2 refers to the cylinder bank that does not contain cylinder number one.
On a V-type engine:
-
Bank 1 = cylinder number one side
-
Bank 2 = opposite side
Therefore:
P2005 = Intake Manifold Runner Control Stuck Open (Bank 2)
The corresponding Bank 1 stuck-open code is:
P2004 = Intake Manifold Runner Control Stuck Open (Bank 1)
How Does the Intake Manifold Runner Control Work?
A simplified IMRC system can be represented as:
ECM/PCM → Actuator/Solenoid → Runner mechanism → Runner flaps
On systems with position feedback:
Runner position → Position sensor → ECM/PCM
The ECM/PCM commands different runner positions according to engine operating conditions.
At some lower-speed operating conditions, the runners may be closed or partially closed to increase intake-air velocity.
At other conditions, the runners are opened to provide a larger airflow path.
The exact strategy varies by engine.
The important point is that the runner must be able to move between the commanded positions.
P2005 occurs when the Bank 2 system remains open when the ECM/PCM expects it to close.
Why Would the ECM Set P2005?
The ECM/PCM can monitor runner position directly through a position sensor or indirectly through the expected system response.
For example:
Commanded: Closed
Actual: Open
If the actual position does not follow the commanded position, the ECM/PCM may determine that the runner is stuck open.
Possible causes include:
-
Mechanical binding
-
Broken linkage
-
Failed actuator
-
Vacuum problem
-
Failed control solenoid
-
Faulty position sensor
-
Wiring problem
-
Connector problem
-
Carbon buildup
-
Internal intake manifold damage
-
Incorrect installation
Therefore, P2005 should not automatically be diagnosed as a bad actuator.
Symptoms of P2005
The symptoms depend on the engine design and the conditions under which the runners should close.
Check Engine Light
The Check Engine Light is the most common symptom.
The vehicle may continue to run normally in some situations.
Reduced Engine Performance
A runner stuck open can alter intake-air velocity and airflow characteristics.
Possible symptoms include:
-
Reduced engine power
-
Sluggish acceleration
-
Poor throttle response
-
Uneven power delivery
-
Reduced performance at certain RPM ranges
Reduced Low-RPM Torque
This can be one of the more noticeable symptoms.
If the runner system is designed to close at lower engine speeds to increase intake-air velocity, a stuck-open runner can reduce the intended airflow effect.
The driver may notice:
-
Weak low-speed acceleration
-
Reduced torque
-
Poor response when pulling away
-
Increased need to use the accelerator
Engine Hesitation
The engine may hesitate during acceleration because the intake runners are not in the expected position.
Poor Throttle Response
The engine may feel less responsive, particularly at low RPM.
Rough or Uneven Engine Operation
Depending on the engine, an incorrect runner position may contribute to:
-
Rough running
-
Uneven idle
-
Hesitation
-
Fluctuating engine response
However, these symptoms do not occur on every vehicle.
Reduced Fuel Economy
Incorrect intake-air management can reduce engine efficiency and increase fuel consumption.
Increased Emissions
An incorrect intake-air path can affect combustion and emissions performance.
Reduced Performance Under Certain Loads
The vehicle may perform normally during light driving but feel weaker during:
-
Acceleration
-
Uphill driving
-
Heavy load
-
Low-RPM operation
-
Transient throttle conditions
No Noticeable Symptoms
P2005 can sometimes occur without obvious driveability problems.
The ECM/PCM may compensate for the incorrect runner position or the problem may occur only under a narrow set of operating conditions.
In these cases, the Check Engine Light may be the only visible symptom.
Common Causes of P2005
Carbon Buildup
Carbon and other deposits can interfere with runner movement.
Deposits can make the mechanism:
-
Sticky
-
Slow to move
-
Difficult to close
-
Mechanically restricted
If the runners cannot return to the closed position, P2005 may be stored.
Runner Flaps Stuck Open
The runner flaps or shafts may physically bind in the open position.
Possible causes include:
-
Carbon deposits
-
Oil contamination
-
Dirt
-
Corrosion
-
Mechanical wear
-
Damaged shaft
-
Internal manifold damage
Broken Runner Linkage
The actuator may operate normally while the runner flaps remain open if the linkage has broken or become disconnected.
For example:
Actuator moves → Linkage fails → Runner remains open
This is why actuator operation alone does not prove that the complete IMRC system is functioning correctly.
Failed IMRC Actuator
An electric actuator may fail mechanically or electrically.
Possible failures include:
-
Internal motor failure
-
Broken gears
-
Seized actuator
-
Internal position-sensor failure
-
Insufficient actuator torque
-
Incorrect actuator feedback
Depending on the failure mode, the actuator may leave the runners in the open position.
Faulty IMRC Position Sensor
If the system uses a position sensor, an incorrect signal can make the ECM/PCM believe that the runners remain open.
Possible sensor problems include:
-
Incorrect signal voltage
-
Intermittent signal
-
Internal electrical failure
-
Dead spots
-
Damaged signal wiring
The runners may actually move while the ECM continues to interpret their position incorrectly.
Vacuum Problems
Vacuum-operated IMRC systems can develop faults that prevent the runner mechanism from reaching the commanded position.
Possible causes include:
-
Cracked vacuum hose
-
Disconnected hose
-
Vacuum leak
-
Faulty vacuum actuator
-
Damaged diaphragm
-
Insufficient vacuum supply
The exact effect depends on the design of the system.
Faulty IMRC Control Solenoid
A vacuum-operated runner system may use a control solenoid.
If the solenoid does not control vacuum correctly, the actuator may fail to move the runners to the required position.
Damaged Wiring
Electrical problems can affect the actuator, control solenoid, or position sensor.
Possible problems include:
-
Broken wires
-
Chafed insulation
-
Heat damage
-
Corrosion
-
Short circuits
-
Poor previous repairs
Loose or Corroded Connector
A poor connector connection can cause incorrect actuator operation or position feedback.
Check for:
-
Loose terminals
-
Corrosion
-
Water intrusion
-
Bent pins
-
Backed-out terminals
-
Damaged connector locks
-
Poor terminal tension
Blown Fuse
Some IMRC systems receive power through a fuse.
A blown fuse can prevent the actuator or solenoid from operating correctly.
If a fuse has failed, determine why before installing another fuse.
Low System Voltage
An electronically controlled actuator may operate incorrectly when system voltage is outside its normal range.
Check the charging system if other electrical symptoms are present.
Intake Manifold Mechanical Damage
Internal damage can prevent the runners from returning to the commanded position.
Possible problems include:
-
Broken flap
-
Damaged shaft
-
Worn bushings
-
Broken linkage mount
-
Internal obstruction
-
Excessive mechanical wear
Incorrect Installation
If the intake manifold or IMRC components were recently serviced, installation errors should be considered.
Possible causes include:
-
Incorrect linkage position
-
Misaligned actuator
-
Incorrect vacuum routing
-
Disconnected connector
-
Damaged runner mechanism
ECM/PCM Problem
An ECM/PCM control fault is possible but should generally be considered only after the external system has been tested.
The actuator, position sensor, wiring, vacuum system, connectors, and mechanical runner mechanism should be verified first.
Vehicles Commonly Affected by P2005
P2005 can occur on vehicles equipped with an Intake Manifold Runner Control system.
General examples include:
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Ford F-150
-
Ford Explorer
-
Ford Expedition
-
Ford Mustang
-
Chevrolet Silverado
-
Chevrolet Tahoe
-
Chevrolet Suburban
-
GMC Sierra
-
GMC Yukon
-
Cadillac Escalade
-
Dodge Charger
-
Dodge Challenger
-
Ram 1500
-
Jeep Grand Cherokee
-
Toyota Tundra
-
Toyota Sequoia
-
Nissan Pathfinder
-
Nissan Armada
-
Infiniti QX80
-
BMW 3 Series
-
BMW 5 Series
-
Mercedes-Benz E-Class
-
Audi Q7
-
Volkswagen Touareg
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Porsche Cayenne
This list is a general reference.
The exact IMRC system depends on:
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Model year
-
Engine
-
Intake manifold design
-
Runner configuration
-
Actuator type
-
Position sensor
-
Vacuum system
-
ECM/PCM calibration
How Is P2005 Diagnosed?
The goal of diagnosis is to determine why the Bank 2 runner system remains open when the ECM/PCM expects it to close.
A useful diagnostic sequence is:
Scan → inspect → command → observe movement → verify feedback → test actuator/control system → inspect mechanical mechanism → repair → verify
Step 1: Scan for Additional Trouble Codes
Use a diagnostic scan tool to check for:
-
Stored codes
-
Pending codes
-
History codes
-
Freeze-frame information
Pay particular attention to codes related to:
-
IMRC
-
Runner position
-
Runner control
-
Actuator
-
Position sensor
-
Electrical circuit
-
Vacuum control
-
Engine performance
-
Misfires
Additional codes can significantly change the diagnostic direction.
Step 2: Review Freeze-Frame Data
Review the conditions present when P2005 was stored.
Depending on the vehicle and scan tool, check:
-
Engine RPM
-
Engine load
-
Vehicle speed
-
Throttle position
-
Engine coolant temperature
-
Intake air temperature
-
Battery voltage
-
Commanded runner position
-
Actual runner position
This can help determine whether the fault occurs only at a particular RPM or load.
Step 3: Inspect the Bank 2 Runner Mechanism
Locate the Bank 2 runner-control system.
Inspect:
-
Runner linkage
-
Actuator
-
Runner shaft
-
Runner flaps
-
Vacuum components where applicable
Look for:
-
Disconnected linkage
-
Broken components
-
Carbon deposits
-
Mechanical binding
-
Obstructions
Step 4: Check Whether the Runner Is Physically Stuck Open
If the manufacturer's service procedure allows manual inspection, determine whether the runner mechanism can move toward the closed position.
The mechanism should not be:
-
Seized
-
Excessively stiff
-
Binding
-
Grinding
-
Obstructed
If the runner cannot physically close, the problem is likely mechanical.
Step 5: Command the IMRC System
If bidirectional control is supported, use a suitable scan tool to command the Bank 2 runner system.
Observe:
-
Actuator movement
-
Linkage movement
-
Runner movement
-
Position-sensor response
This is one of the most useful tests for separating actuator, linkage, mechanical, and feedback problems.
Step 6: Compare Commanded and Actual Position
If live data is available, compare:
Commanded runner position
with:
Actual runner position
For example:
Commanded: Closed
Actual: Open
This supports the P2005 condition.
The next step is to determine why the actual position does not follow the command.
Step 7: Inspect Electrical Connectors
Inspect the Bank 2 actuator, solenoid, and position-sensor connectors.
Look for:
-
Bent pins
-
Corrosion
-
Loose terminals
-
Water intrusion
-
Backed-out terminals
-
Damaged connector locks
Step 8: Inspect the Wiring Harness
Check for:
-
Broken conductors
-
Chafed insulation
-
Melted insulation
-
Heat damage
-
Pinched wiring
-
Incorrect routing
-
Previous repair damage
Step 9: Verify Power and Ground
Depending on the circuit design, verify:
-
Battery supply
-
Ignition power
-
Fuse output
-
Ground
-
Actuator power
-
Solenoid power
Use the vehicle-specific wiring diagram.
Step 10: Test the IMRC Actuator
For an electric actuator, test:
-
Power
-
Ground
-
Control signal
-
Motor operation
-
Current draw
-
Position feedback
-
Mechanical movement
If the actuator receives the correct command but cannot move the runners, the actuator may be defective.
Step 11: Test the Position Sensor
If fitted, verify:
-
Reference voltage
-
Ground
-
Signal voltage
-
Signal continuity
-
Signal change during runner movement
A sensor that reports an open position even when the runners are closed can cause a false stuck-open diagnosis.
Step 12: Test the Vacuum System
For vacuum-operated IMRC systems, check:
-
Vacuum supply
-
Vacuum hoses
-
Control solenoid
-
Vacuum actuator
-
Diaphragm
-
Vacuum reservoir where applicable
The exact test procedure depends on the vehicle.
Step 13: Test the IMRC Control Solenoid
Check:
-
Electrical supply
-
Control circuit
-
Coil resistance
-
Solenoid activation
-
Vacuum flow
-
Vacuum retention
A defective solenoid can prevent the runners from moving to the required position.
Step 14: Inspect for Carbon Deposits
If the actuator and control system work correctly, inspect the runner mechanism for carbon buildup.
Deposits may prevent the flaps from returning fully to the closed position.
Step 15: Perform a Wiggle Test
While monitoring the runner position signal or relevant circuit, carefully move the wiring harness.
If the position signal or actuator operation changes, investigate for:
-
Broken conductor
-
Loose terminal
-
Poor connector
-
Intermittent wiring fault
Step 16: Compare Bank 1 and Bank 2
If the engine has equivalent IMRC systems on both banks, compare:
-
Runner movement
-
Actuator operation
-
Position-sensor readings
-
Power supply
-
Ground
-
Wiring
-
Vacuum operation
Bank 1 can sometimes provide a useful reference when diagnosing Bank 2.
However, the two banks should only be directly compared when their systems are equivalent.
Step 17: Inspect the Intake Manifold Internally
If the external components are operating correctly, inspect the internal runner mechanism.
Look for:
-
Stuck runner flaps
-
Carbon buildup
-
Broken shafts
-
Damaged runner plates
-
Internal obstructions
-
Mechanical wear
Step 18: Check Manufacturer Technical Information
Before replacing expensive components, check for:
-
Technical Service Bulletins
-
Known IMRC problems
-
Wiring issues
-
Connector problems
-
Updated actuators
-
Updated sensors
-
Software updates
-
Calibration procedures
Step 19: Perform Calibration or Relearn
Some vehicles require IMRC calibration or relearn after replacing:
-
Intake manifold
-
Runner actuator
-
Position sensor
-
Runner assembly
Follow the manufacturer's service procedure.
Step 20: Verify the Repair
After the repair:
-
Clear P2005.
-
Start the engine.
-
Monitor Bank 2 runner position data.
-
Command the runner system where supported.
-
Verify actuator movement.
-
Verify linkage movement.
-
Confirm that the runner moves toward the closed position.
-
Confirm position-sensor feedback.
-
Verify electrical or vacuum operation.
-
Perform the required calibration or relearn.
-
Complete the appropriate drive cycle.
-
Rescan the vehicle.
-
Confirm that P2005 does not return.
How to Fix P2005
The correct repair depends on the actual cause.
Clean the Runner Mechanism
If carbon deposits are preventing the Bank 2 runners from closing, the intake manifold runner mechanism may need to be cleaned.
The correct cleaning procedure depends on the engine and manifold design.
Repair or Replace the Runner Linkage
If the linkage is disconnected or broken:
-
Reconnect it if serviceable.
-
Replace damaged linkage.
-
Verify that actuator movement is transferred correctly to the runner flaps.
Replace the IMRC Actuator
If the actuator is confirmed defective, replace it.
A calibration or relearn may be required afterward.
Replace the Position Sensor
If testing confirms that the position sensor is faulty and it is serviceable separately, replace it.
Verify the signal after installation.
Repair Vacuum Problems
For vacuum-operated systems, repair:
-
Cracked hoses
-
Disconnected hoses
-
Vacuum leaks
-
Damaged vacuum actuator
-
Faulty diaphragm
Replace the IMRC Control Solenoid
If testing confirms that the control solenoid is defective, replace it.
Repair Wiring or Connectors
Electrical repairs may include:
-
Repairing broken wires
-
Replacing damaged terminals
-
Repairing connectors
-
Correcting poor grounds
-
Repairing heat-damaged wiring
Replace a Blown Fuse
If a fuse has failed, determine and repair the underlying cause before installing the correct replacement fuse.
Replace the Intake Manifold
The intake manifold should not automatically be replaced because P2005 is stored.
Replacement may be necessary when:
-
Internal runner flaps are damaged.
-
Runner shafts are damaged.
-
The linkage mounting is broken.
-
The internal runner mechanism cannot be repaired separately.
-
The actuator is integrated into the manifold and cannot be serviced separately.
-
The manufacturer specifies manifold replacement.
Update ECM/PCM Software
If manufacturer service information identifies a software or calibration issue, update the ECM/PCM as required.
Replace the ECM/PCM
ECM/PCM replacement should be considered only after the actuator, position sensor, wiring, connectors, vacuum system, runner mechanism, and related circuits have been thoroughly tested.
P2005 vs. P2004
These codes describe the same basic stuck-open condition on different cylinder banks.
| Code | Meaning |
|---|---|
| P2004 | Intake Manifold Runner Control Stuck Open (Bank 1) |
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
The key difference is:
P2004 = Bank 1
P2005 = Bank 2
If both codes appear, investigate whether a shared problem is affecting both banks.
P2005 vs. P2006
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
The difference is both bank and runner position.
P2005 = Bank 2 + stuck open
P2006 = Bank 1 + stuck closed
P2005 vs. P2007
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2007 | Intake Manifold Runner Control Stuck Closed (Bank 2) |
Both concern Bank 2, but the runner position is opposite:
P2005 = stuck open
P2007 = stuck closed
If both codes appear at different times, the system may have an intermittent actuator, position sensor, linkage, or wiring problem.
P2005 vs. P2008
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2008 | Intake Manifold Runner Control Circuit/Open (Bank 1) |
P2005 identifies a Bank 2 runner stuck-open condition.
P2008 identifies an open electrical circuit on Bank 1.
These codes should not automatically be diagnosed as the same component failure.
P2005 vs. P2009
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2009 | Intake Manifold Runner Control Circuit Low (Bank 1) |
P2005 concerns runner position on Bank 2.
P2009 concerns a low circuit condition on Bank 1.
P2005 vs. P2010
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2010 | Intake Manifold Runner Control Circuit High (Bank 1) |
P2005 = Bank 2 runner stuck open.
P2010 = Bank 1 circuit high.
P2005 vs. P2011
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2011 | Intake Manifold Runner Control Circuit/Open (Bank 2) |
Both concern Bank 2, but they describe different fault conditions.
P2005 indicates a runner-position/movement problem.
P2011 indicates an open electrical circuit.
P2005 vs. P2012
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2012 | Intake Manifold Runner Control Circuit Low (Bank 2) |
P2005 = runner stuck open.
P2012 = circuit low.
An electrical fault can potentially prevent the actuator from moving the runner, but the actual circuit should be tested.
P2005 vs. P2013
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2013 | Intake Manifold Runner Control Circuit High (Bank 2) |
This distinction is especially important.
P2005 does not mean “circuit high.”
P2005 indicates a stuck-open runner condition.
P2013 indicates a high electrical circuit condition.
The two codes can potentially occur together if an electrical problem prevents proper runner control, but they are not interchangeable.
P2005 vs. P2014
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2014 | Intake Manifold Runner Position Sensor / Switch Circuit (Bank 1) |
P2005 concerns Bank 2 runner operation.
P2014 concerns the Bank 1 runner position sensor/switch circuit.
P2005 vs. P2015
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2015 | Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 1) |
P2005 identifies a Bank 2 stuck-open condition.
P2015 identifies a Bank 1 position-sensor/switch range or performance problem.
P2005 vs. P2016
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2016 | Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 1) |
P2005 = Bank 2 runner stuck open.
P2016 = Bank 1 position-sensor/switch circuit low.
P2005 vs. P2017
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2017 | Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1) |
P2005 concerns the Bank 2 runner position.
P2017 concerns a high Bank 1 position-sensor/switch signal.
P2005 vs. P2018
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2018 | Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 1) |
P2005 = Bank 2 stuck open.
P2018 = Bank 1 intermittent position-sensor/switch circuit.
P2005 vs. P2019
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2019 | Intake Manifold Runner Position Sensor / Switch Circuit Malfunction (Bank 2) |
Both involve Bank 2, but they identify different parts of the diagnostic problem.
P2005 indicates that the runner system is stuck open or is failing to reach the commanded closed position.
P2019 indicates a general malfunction in the Bank 2 runner position sensor/switch circuit.
P2005 vs. P2020
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2020 | Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 2) |
P2005 concerns the runner remaining open.
P2020 concerns the position sensor/switch signal being outside its expected range or performance characteristics.
P2005 vs. P2021
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2021 | Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 2) |
P2005 = runner stuck open.
P2021 = position-sensor/switch circuit low.
P2005 vs. P2022
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2022 | Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 2) |
P2005 identifies a stuck-open runner condition.
P2022 identifies a high position-sensor/switch circuit condition.
P2005 vs. P2023
| Code | Meaning |
|---|---|
| P2005 | Intake Manifold Runner Control Stuck Open (Bank 2) |
| P2023 | Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 2) |
P2005 = runner stuck open.
P2023 = intermittent position-sensor/switch circuit.
Can You Drive With P2005?
In many cases, a vehicle with P2005 can still be driven if the engine is running normally.
P2005 generally does not indicate immediate catastrophic engine failure.
However, the engine may not operate with the airflow characteristics intended by the manufacturer.
Possible consequences include:
-
Reduced low-RPM torque
-
Poor acceleration
-
Reduced throttle response
-
Increased fuel consumption
-
Increased emissions
-
Uneven engine performance
If the engine is severely misfiring, stalling, losing significant power, or the Check Engine Light is flashing, the vehicle should be inspected promptly.
Is P2005 a Serious Code?
P2005 is generally considered a low-to-moderate severity diagnostic trouble code.
The actual seriousness depends on the underlying cause.
A disconnected linkage or vacuum hose may be relatively simple to repair.
A severely carbon-blocked runner mechanism, damaged shaft, failed actuator, or damaged intake manifold may require more extensive repair.
Ignoring the problem can lead to:
-
Reduced engine efficiency
-
Poor drivability
-
Increased fuel consumption
-
Increased emissions
-
Reduced engine performance
-
Additional IMRC faults
The code should therefore be diagnosed rather than simply cleared.
How to Prevent P2005
Not every runner-control failure can be prevented, but proper maintenance can reduce the risk.
Recommended practices include:
-
Maintain the engine according to manufacturer recommendations.
-
Repair vacuum leaks promptly.
-
Inspect IMRC vacuum hoses on vacuum-operated systems.
-
Inspect runner-control wiring during engine service.
-
Keep electrical connectors clean and securely locked.
-
Protect wiring from excessive heat.
-
Address intake carbon buildup when appropriate.
-
Repair oil leaks that may contribute to intake deposits.
-
Inspect runner linkage during intake manifold service.
-
Do not ignore Check Engine Light warnings.
-
Use correct replacement components.
-
Follow manufacturer calibration procedures after component replacement.
Final Thoughts
P2005 Intake Manifold Runner Control Stuck Open (Bank 2) indicates that the ECM/PCM has detected that the Bank 2 intake manifold runner system remains open or is not reaching the commanded closed position.
The most important point is that P2005 does not automatically mean the intake manifold needs to be replaced.
The runner can remain open because of:
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Carbon buildup
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Mechanical binding
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Broken linkage
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Seized runner shaft
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Failed IMRC actuator
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Faulty position sensor
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Vacuum leak
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Failed control solenoid
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Wiring or connector problems
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Internal intake manifold damage
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Incorrect installation
Diagnosis should begin with a complete scan and a review of freeze-frame data.
Next, inspect the Bank 2 runner mechanism, linkage, actuator, electrical connectors, wiring, and vacuum system where applicable.
If bidirectional scan-tool control is available, command the IMRC system and observe whether the actuator and linkage actually move the runners toward the closed position.
If the actuator moves but the runners remain open, inspect the linkage and mechanical runner mechanism.
If the actuator does not move, verify power, ground, control signals, wiring, connectors, and vacuum supply before replacing it.
If the runners physically close but the ECM still reports them as open, investigate the position sensor and feedback circuit.
If the runners are physically stuck open, inspect for carbon deposits, mechanical damage, or internal intake manifold problems.
The intake manifold should not automatically be replaced simply because P2005 is stored. It should be replaced only when testing confirms an internal runner/manifold problem that cannot be repaired separately or when the manufacturer's service procedure specifies replacement.
After the confirmed fault is repaired, clear P2005, perform any required IMRC calibration or relearn, complete the appropriate drive cycle, and rescan the vehicle.
The final verification should confirm that the Bank 2 runner system moves correctly between its commanded positions and that P2005 does not return.
