P2013 Intake Manifold Runner Control Circuit High (Bank 2)

P2013 Intake Manifold Runner Control Circuit High (Bank 2) is a generic OBD-II diagnostic trouble code indicating that the Engine Control Module (ECM/PCM) has detected a higher-than-expected signal or voltage in the Bank 2 Intake Manifold Runner Control (IMRC) circuit.

The intake manifold runner control system regulates the path of intake air entering the engine. Depending on engine speed, engine load, throttle position, and other operating conditions, the runner mechanism changes position to optimize airflow.

The ECM/PCM controls the runner system and monitors its electrical circuit.

When the monitored Bank 2 runner-control circuit remains above the expected electrical threshold, the ECM/PCM may store P2013 and illuminate the Check Engine Light.

In simple terms, P2013 means the Bank 2 intake manifold runner control circuit is receiving or producing a signal that is higher than the ECM/PCM expects.

Possible causes include:

• Short to battery voltage

• Faulty intake manifold runner actuator

• Faulty runner control solenoid

• Damaged wiring

• Incorrect wiring repair

• Corroded connector

• Poor connector terminal contact

• Faulty position sensor

• Internal actuator electrical failure

• Faulty ECM/PCM driver circuit

• Intake manifold runner mechanism problem

Importantly, P2013 is a circuit-high code.

That means the first diagnostic priority should be the electrical circuit and its voltage, rather than immediately replacing the intake manifold.

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What Does P2013 Mean?

The code description contains several important terms.

Intake Manifold Runner Control

The Intake Manifold Runner Control (IMRC) system changes the airflow path inside the intake manifold.

The purpose is to optimize airflow under different engine operating conditions.

Depending on the engine, the system may improve:

• Low-RPM torque

• High-RPM airflow

• Throttle response

• Combustion efficiency

• Fuel economy

• Emissions performance

Different manufacturers may use different names, including:

• Intake Manifold Runner Control (IMRC)

• Intake Runner Control

• Intake Manifold Runner System

• Intake Manifold Flap Control

• Variable Intake Manifold

• Intake Manifold Tuning system

The exact configuration depends on the engine.

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Circuit High

The word “High” is particularly important in P2013.

The ECM/PCM has detected that the monitored electrical signal is above its expected range.

This may occur because of:

• Short to battery voltage

• Open circuit combined with the circuit's pull-up configuration

• Faulty sensor

• Faulty actuator

• Incorrect wiring

• Poor ground

• Connector problem

• ECM/PCM driver fault

The exact electrical behavior depends on the vehicle's circuit design.

Therefore, “Circuit High” does not automatically mean the actuator is physically stuck open.

It specifically describes an electrical signal condition.

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Bank 2

Bank 2 refers to the cylinder bank that does not contain cylinder number one.

On a V-type engine:

• Bank 1 = side containing cylinder number one

• Bank 2 = opposite side

Therefore:

P2013 = Bank 2

The corresponding Bank 1 high-circuit code is:

P2017 = Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)

Inline engines normally have only one cylinder bank.

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How Does the Intake Manifold Runner Control System Work?

An intake runner control system typically contains some combination of:

• Runner flaps

• Electric actuator

• Vacuum actuator

• Control solenoid

• Position sensor

• Position switch

• Mechanical linkage

• ECM/PCM control circuit

A simplified system can be represented as:

ECM/PCM → Runner actuator/control circuit → Runner mechanism → Position feedback → ECM/PCM

The ECM/PCM commands the runner system according to engine operating conditions.

The actuator or control solenoid operates the runner mechanism.

A position sensor or switch may report the runner's position.

The ECM/PCM continuously monitors the relevant electrical circuits.

If the monitored Bank 2 control circuit is higher than the expected threshold, P2013 may be stored.

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P2013 Does Not Necessarily Mean the Runner Is Stuck

A common mistake is to interpret P2013 as meaning that the intake runner itself is physically stuck.

That is not what the code specifically says.

P2013 identifies a high electrical circuit condition.

For example, a wire may be shorted to battery voltage.

In that situation:

• The runner may be mechanically free.

• The actuator may be mechanically functional.

• The position sensor may be functional.

• But the ECM/PCM still sees excessive voltage.

Therefore, replacing the intake manifold without testing the circuit may not solve the problem.

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Symptoms of P2013

Symptoms vary depending on the vehicle and the underlying fault.

Check Engine Light

The most common symptom is an illuminated Check Engine Light.

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Reduced Engine Performance

Incorrect runner control can affect intake airflow.

Possible symptoms include:

• Reduced engine power

• Sluggish acceleration

• Poor engine response

• Reduced performance at certain RPMs

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Poor Low-RPM Torque

If the runner system is designed to increase intake-air velocity at low engine speeds, a malfunction can reduce low-speed torque.

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Poor High-RPM Performance

If the runner mechanism cannot operate correctly at higher engine speeds, airflow may be affected.

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Engine Hesitation

The engine may hesitate during acceleration or when engine load changes.

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Poor Throttle Response

Throttle response may feel less consistent.

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Rough Idle

Some vehicles may develop:

• Rough idle

• Uneven engine operation

• Unstable idle speed

However, this symptom is not present on every vehicle with P2013.

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Reduced Fuel Economy

Incorrect intake airflow management can affect combustion efficiency.

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Increased Emissions

Improper runner operation can affect engine airflow and combustion, potentially increasing emissions.

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Limp or Reduced-Power Operation

Some vehicles may place the runner system into a default position or use a fallback control strategy.

Depending on the vehicle, this can contribute to reduced performance.

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No Noticeable Symptoms

A vehicle may continue to drive normally except for the Check Engine Light.

This is particularly possible when the ECM/PCM can maintain acceptable engine operation using a default runner position.

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Common Causes of P2013

Short to Battery Voltage

This is one of the most important possibilities with a circuit-high code.

If the runner-control signal or control wire is unintentionally connected to battery voltage, the ECM/PCM may detect an excessively high signal.

Possible causes include:

• Chafed wiring

• Melted insulation

• Incorrect repair

• Harness damage

• Wire routed against another power circuit

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Damaged Wiring

Runner-control wiring is exposed to:

• Engine heat

• Vibration

• Oil

• Moisture

• Movement

Possible wiring faults include:

• Chafed insulation

• Broken conductor

• Melted insulation

• Pinched wire

• Incorrect splice

• Poor previous repair

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Faulty Electrical Connector

Connector problems can cause abnormal voltage readings.

Check for:

• Corrosion

• Moisture

• Bent pins

• Loose terminals

• Poor terminal tension

• Damaged seals

• Broken connector locks

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Faulty Runner Actuator

An electric runner actuator can develop an internal electrical fault.

Possible failures include:

• Internal short circuit

• Damaged motor

• Failed position circuitry

• Internal wiring failure

• Control electronics failure

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Faulty Runner Control Solenoid

Some systems use a solenoid to control a vacuum-operated runner.

An electrical failure in the solenoid circuit can produce a high-circuit condition.

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Faulty Position Sensor

If the runner position sensor is part of the monitored circuit, an internal sensor fault may produce an abnormally high output.

However, this should be confirmed through testing.

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Poor Sensor Ground

A damaged or open ground circuit can alter the electrical behavior of some sensor systems.

The exact result depends on the circuit design.

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Incorrect Wiring Repair

A previous repair may have accidentally connected the signal or control wire to a power source.

This can produce a persistent high signal.

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Incorrect Replacement Component

An incorrect actuator, sensor, or solenoid may have different electrical characteristics.

A component can physically fit while still being electrically incorrect for the vehicle.

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Intake Manifold Runner Mechanical Problem

A mechanical problem can contribute to the overall runner-control fault, although a pure mechanical problem is not the first thing to assume with a circuit-high code.

Possible problems include:

• Sticking runner

• Carbon buildup

• Damaged linkage

• Broken flap

• Worn shaft

• Excessive mechanical resistance

The mechanical system should be inspected if the electrical circuit tests correctly or if related runner-position codes are also present.

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ECM/PCM Driver Fault

The ECM/PCM may contain the circuit driver that controls the actuator or solenoid.

A failed driver can cause abnormal circuit voltage.

This is possible but uncommon.

Before condemning the ECM/PCM, the wiring, actuator, solenoid, sensor, connector, and power/ground circuits should be verified.

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ECM/PCM Software or Calibration Problem

In some vehicles, software or calibration issues can cause incorrect monitoring or control.

Manufacturer technical information should be checked before replacing expensive components.

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Vehicles Commonly Affected by P2013

P2013 can occur on many vehicles equipped with a Bank 2 intake manifold runner control system.

Examples may include:

• 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

• Jeep Grand Cherokee

• Ram 1500

• Toyota Tundra

• Toyota Sequoia

• Nissan Pathfinder

• Nissan Armada

• Infiniti QX80

• BMW 3 Series

• BMW 5 Series

• Mercedes-Benz E-Class

• Audi Q7

• Volkswagen Touareg

• Porsche Cayenne

This list is not exhaustive.

The exact application depends on:

• Model year

• Engine

• Intake manifold design

• Runner-control architecture

• Actuator type

• Sensor configuration

• Wiring design

• ECM/PCM calibration

Because P2013 is a generic OBD-II code, the exact circuit configuration and diagnostic thresholds can differ between manufacturers.

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How Is P2013 Diagnosed?

Because P2013 specifically identifies a high-circuit condition, diagnosis should begin with the electrical circuit.

The technician should determine whether the high voltage is caused by:

• Short to battery voltage

• Faulty actuator

• Faulty solenoid

• Faulty sensor

• Wiring problem

• Connector problem

• Ground problem

• ECM/PCM driver problem

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Step 1: Scan for Additional Trouble Codes

Use a suitable diagnostic scan tool to retrieve:

• Stored codes

• Pending codes

• History codes

• Freeze-frame data

Look for related codes involving:

• Intake manifold runner control

• Runner position

• Runner actuator

• Sensor circuit

• Reference voltage

• Ground

• Vacuum control

• Misfires

• Engine performance

Additional codes may identify the root cause.

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Step 2: Review Freeze-Frame Data

Review the conditions present when P2013 was stored.

Depending on the diagnostic equipment, check:

• Engine RPM

• Engine load

• Vehicle speed

• Throttle position

• Engine coolant temperature

• Intake air temperature

• Battery voltage

• Runner commanded position

• Runner actual position

Determine whether the fault occurs continuously or under specific operating conditions.

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Step 3: Inspect the Wiring

Visually inspect the Bank 2 runner-control wiring.

Look for:

• Chafed wires

• Melted insulation

• Broken wires

• Pinched harnesses

• Oil contamination

• Wiring touching hot components

• Incorrect previous repairs

Pay particular attention to wires that could be contacting battery voltage.

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Step 4: Inspect the Connector

Inspect the relevant connector for:

• Corrosion

• Moisture

• Bent pins

• Loose terminals

• Poor terminal tension

• Damaged seals

• Broken locking mechanism

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Step 5: Check the Circuit Voltage

Using the vehicle-specific wiring diagram, measure the voltage on the monitored circuit.

Compare the measured value with the manufacturer's specification.

If the circuit is higher than expected, determine why.

Do not assume a particular voltage value because circuit designs differ.

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Step 6: Check for a Short to Battery Voltage

With the appropriate ignition state and electrical test procedure, check whether the control or signal wire is unintentionally connected to battery voltage.

Possible causes include:

• Chafed insulation

• Incorrect splice

• Harness damage

• Pin-to-pin contact

• Previous wiring repair

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Step 7: Check Power and Ground

Verify the relevant:

• Power supply

• Ground

• Reference voltage

• Control circuit

• Signal circuit

The exact circuits depend on the vehicle.

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Step 8: Test the Position Sensor

If a position sensor is incorporated into the runner system, monitor its signal.

Check for:

• Excessively high output

• No response

• Incorrect signal

• Sudden voltage changes

• Signal dropouts

Use the manufacturer's specifications rather than generic voltage assumptions.

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Step 9: Test the Runner Actuator

If the system uses an electric actuator, test its operation.

Verify:

• Power supply

• Ground

• Control signal

• Motor operation

• Internal position feedback

If supported by the diagnostic tool, command the actuator through its operating range.

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Step 10: Test the Runner Control Solenoid

For vacuum-operated systems, check the control solenoid.

Verify:

• Electrical power

• Ground

• Control circuit

• Coil resistance where specified

• Solenoid activation

• Vacuum switching

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Step 11: Inspect the Runner Mechanism

If the electrical system checks out, inspect the mechanical runner system.

Check for:

• Carbon buildup

• Sticking flaps

• Damaged linkage

• Broken runner shaft

• Excessive play

• Mechanical obstruction

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Step 12: Check Vacuum Operation

If the runner system is vacuum-operated, inspect:

• Vacuum hoses

• Vacuum supply

• Control solenoid

• Actuator diaphragm

• Vacuum reservoir where applicable

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Step 13: Monitor Commanded and Actual Runner Position

If live data is available, compare:

Commanded runner position vs. actual runner position

A mismatch can indicate:

• Actuator failure

• Sensor problem

• Mechanical binding

• Linkage problem

However, a P2013 high-circuit fault should still be investigated electrically first.

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Step 14: Perform a Wiggle Test

Monitor the circuit while carefully moving the wiring harness and connector.

If the voltage changes unexpectedly, inspect the harness and connector more closely.

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Step 15: Compare Bank 1 and Bank 2

If both cylinder banks use equivalent runner-control systems, compare:

• Circuit voltage

• Sensor signal

• Actuator operation

• Runner movement

• Commanded position

• Actual position

Bank 1 can provide a useful reference when the systems are designed similarly.

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Step 16: Check Manufacturer Technical Information

Look for:

• Technical Service Bulletins

• Known runner-control problems

• Wiring harness issues

• Connector problems

• Updated actuators

• Updated sensors

• Updated solenoids

• Software updates

• Calibration procedures

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Step 17: Perform Calibration or Relearn

Some vehicles require an intake runner calibration or relearn after replacing:

• Runner actuator

• Position sensor

• Intake manifold

• Runner mechanism

Follow the manufacturer's procedure.

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Step 18: Test the ECM/PCM

If the external circuit, wiring, connector, actuator, solenoid, sensor, and mechanical system are all confirmed to be correct, further ECM/PCM testing may be necessary.

ECM/PCM replacement should not be the first response to P2013.

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How to Fix P2013

The correct repair depends on the confirmed cause.

Repair a Short to Battery Voltage

If the monitored circuit is shorted to battery voltage:

• Repair damaged insulation.

• Replace damaged wiring.

• Correct incorrect splices.

• Separate the affected wiring from power circuits.

• Secure the harness correctly.

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Repair Damaged Wiring

Replace or repair wiring affected by:

• Heat

• Chafing

• Vibration

• Oil

• Moisture

• Previous repairs

Use the manufacturer's recommended repair procedure.

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Repair or Replace the Connector

If the connector has:

• Corroded terminals

• Loose pins

• Bent terminals

• Poor terminal tension

• Damaged seals

repair or replace it as necessary.

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Replace the Faulty Runner Actuator

If testing confirms an internal actuator electrical failure, replace the actuator with the correct vehicle-specific component.

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Replace the Faulty Control Solenoid

For vacuum-operated systems, replace a defective runner-control solenoid when testing confirms the fault.

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Replace the Faulty Position Sensor

If the position sensor is confirmed to be producing an abnormally high signal, replace it.

Do not replace the sensor solely because P2013 is present.

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Repair the Runner Mechanism

If mechanical binding, carbon buildup, damaged linkage, or a broken runner mechanism is found, repair the underlying problem.

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Repair Vacuum-System Problems

Repair:

• Cracked vacuum hoses

• Disconnected hoses

• Vacuum leaks

• Faulty solenoids

• Damaged vacuum actuators

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Replace the Intake Manifold

If the internal runner mechanism is damaged and cannot be repaired separately, the intake manifold may require replacement.

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Perform Calibration or Relearn

If required, perform the manufacturer's runner position calibration or relearn procedure after replacing the relevant component.

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Update ECM/PCM Software

If a manufacturer software update addresses the runner-control monitoring problem, update the ECM/PCM according to the manufacturer's procedure.

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Repair or Replace the ECM/PCM

If all external components and circuits are confirmed to be correct but the ECM/PCM continues to command or report the circuit incorrectly, further module testing may be required.

ECM/PCM replacement should be considered only after the external circuit has been thoroughly verified.

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Clear the Code and Verify the Repair

After completing the repair:

1. Clear P2013.

2. Monitor Bank 2 runner-control data.

3. Check circuit voltage.

4. Verify power supply.

5. Verify ground.

6. Check the signal/control circuit.

7. Inspect the connector.

8. Test wiring continuity and resistance.

9. Check for a short to battery voltage.

10. Perform a wiggle test.

11. Test the runner actuator or control solenoid.

12. Check position-sensor operation where applicable.

13. Inspect the runner linkage.

14. Check for mechanical binding.

15. Check the vacuum system where applicable.

16. Perform the required calibration or relearn.

17. Complete the appropriate drive cycle.

18. Confirm that P2013 does not return.

The vehicle should ideally be tested under the operating conditions that originally triggered the code.

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What Happens If P2013 Is Ignored?

P2013 does not normally indicate immediate catastrophic engine failure.

However, the ECM/PCM may be unable to properly control or monitor the Bank 2 intake manifold runner system.

Possible consequences include:

• Reduced engine performance

• Poor throttle response

• Reduced low-RPM torque

• Poor high-RPM performance

• Reduced fuel economy

• Increased emissions

• Engine hesitation

• Rough operation

• Continued Check Engine Light

• Additional runner-system faults

If the underlying cause is a short to battery voltage, continued operation can also place abnormal electrical stress on the affected circuit or control component.

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Can You Drive With P2013?

In many cases, a vehicle with P2013 can still be driven if the engine operates normally.

P2013 is generally not an immediate engine-damage code.

However, the underlying electrical problem should be diagnosed and repaired.

Driving should be treated more cautiously if the vehicle also has:

• Significant power loss

• Severe hesitation

• Stalling

• Engine misfires

• Rough running

• Multiple engine-control codes

• Poor throttle response

If the Check Engine Light is flashing or the engine is actively misfiring, the vehicle should be inspected promptly.

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Is P2013 a Serious Code?

P2013 is generally considered a low-to-moderate severity diagnostic trouble code.

The actual severity depends on the underlying cause.

A wiring problem may produce relatively minor symptoms.

A failed actuator, control solenoid, or shorted circuit can prevent proper runner operation and may produce noticeable performance problems.

Ignoring P2013 can contribute to:

• Reduced engine performance

• Reduced fuel economy

• Increased emissions

• Poor intake-air management

• Continued Check Engine Light

• Additional runner-control problems

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P2013 vs. P2012

P2013 and P2012 both concern the Bank 2 Intake Manifold Runner Control circuit, but the electrical conditions are opposite.

Code	General Meaning
P2012	Intake Manifold Runner Control Circuit Low (Bank 2)
P2013	Intake Manifold Runner Control Circuit High (Bank 2)

The distinction is:

P2012 = low circuit signal

P2013 = high circuit signal

P2012 indicates that the monitored circuit is below the expected electrical threshold.

P2013 indicates that the monitored circuit is above the expected electrical threshold.

Possible causes of P2013 include a short to battery voltage or a faulty component causing excessive circuit voltage.

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P2013 vs. P2014

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2014	Intake Manifold Runner Position Sensor / Switch Circuit (Bank 1)

The main differences are:

P2013 = Bank 2 + circuit high

P2014 = Bank 1 + general circuit malfunction

P2013 provides more specific information about the electrical condition because it identifies a high circuit signal.

P2014 is a broader Bank 1 circuit fault and does not specify whether the signal is high, low, or intermittent.

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P2013 vs. P2015

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2015	Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 1)

The distinction is:

P2013 = Bank 2 + high electrical circuit

P2015 = Bank 1 + range/performance

P2013 directs the diagnostic process toward the electrical voltage condition.

P2015 indicates that the sensor feedback or runner operation is outside the expected range or performance parameters and can therefore involve a mechanical runner problem.

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P2013 vs. P2016

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2016	Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 1)

The main differences are:

P2013 = Bank 2 + high

P2016 = Bank 1 + low

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P2013 vs. P2017

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)

These are corresponding high-circuit faults affecting different banks.

P2013 = Bank 2

P2017 = Bank 1

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P2013 vs. P2018

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2018	Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 1)

The distinction is:

P2013 = Bank 2 high-circuit condition

P2018 = Bank 1 intermittent circuit condition

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P2013 vs. P2019

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2019	Intake Manifold Runner Position Sensor / Switch Circuit Malfunction (Bank 2)

Both concern Bank 2.

The difference is:

P2013 = circuit high

P2019 = general circuit malfunction

P2013 identifies a specific high-signal condition, while P2019 is broader.

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P2013 vs. P2020

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2020	Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 2)

Both concern Bank 2, but:

P2013 = high electrical circuit

P2020 = range/performance

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P2013 vs. P2021

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2021	Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 2)

These codes identify opposite electrical conditions:

P2013 = high

P2021 = low

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P2013 vs. P2022

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2022	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 2)

Both identify Bank 2 high-signal conditions, but their descriptions refer to different aspects of the runner system.

P2013 = Intake Manifold Runner Control Circuit High

P2022 = Intake Manifold Runner Position Sensor / Switch Circuit High

The exact physical component should be confirmed using the vehicle-specific wiring diagram and service information.

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P2013 vs. P2023

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2023	Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 2)

The distinction is:

P2013 = high circuit

P2023 = intermittent circuit

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P2013 vs. P2075

P2075 concerns the Intake Manifold Tuning (IMT) Valve Position Sensor / Switch Circuit Malfunction (Bank 1).

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2075	Intake Manifold Tuning (IMT) Valve Position Sensor / Switch Circuit Malfunction (Bank 1)

The descriptions concern related intake-air control systems, but they should not automatically be considered the same component.

Different manufacturers may use different terminology and different intake-manifold control architectures.

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P2013 vs. P2076

P2076 concerns the Intake Manifold Tuning (IMT) Valve Position Sensor/Switch Circuit Range/Performance (Bank 1).

Code	General Meaning
P2013	Intake Manifold Runner Control Circuit High (Bank 2)
P2076	Intake Manifold Tuning (IMT) Valve Position Sensor / Switch Circuit Range / Performance (Bank 1)

P2013 specifically identifies a Bank 2 high-circuit condition.

P2076 identifies a Bank 1 range/performance problem involving an IMT valve position sensor/switch.

The exact physical components should be confirmed for the specific vehicle.

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How to Prevent P2013

Not every runner-control electrical fault can be prevented, but proper maintenance can reduce the likelihood of problems.

Recommended practices include:

• Inspect runner-control wiring during routine service.

• Keep wiring away from excessive engine heat.

• Secure wiring harnesses against vibration.

• Check electrical connectors for corrosion.

• Prevent moisture from entering connectors.

• Repair damaged wiring promptly.

• Avoid poorly executed wiring repairs.

• Inspect vacuum hoses on vacuum-operated systems.

• Address excessive intake carbon buildup when appropriate.

• Repair loose or damaged runner linkage.

• Use the correct replacement actuator, sensor, or solenoid.

• Make sure connectors are fully seated after service.

• Follow manufacturer calibration procedures.

• Do not ignore Check Engine Light warnings.

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Final Thoughts

P2013 Intake Manifold Runner Control Circuit High (Bank 2) indicates that the ECM/PCM has detected an abnormally high electrical signal in the Bank 2 intake manifold runner control circuit.

The most important point is that P2013 is a circuit-high code.

It should therefore be diagnosed differently from a general circuit malfunction or a range/performance code.

Possible causes include:

• Short to battery voltage

• Damaged wiring

• Incorrect wiring repair

• Corroded connector

• Loose terminals

• Faulty runner actuator

• Faulty runner-control solenoid

• Faulty position sensor

• Poor ground

• Intake runner mechanical problems

• ECM/PCM driver fault

• ECM/PCM software issues

The first priority should be to determine why the monitored circuit voltage is higher than expected.

Start by scanning for additional codes and reviewing freeze-frame data.

Then inspect the Bank 2 runner-control wiring and connector carefully.

Measure the circuit voltage according to the manufacturer's specifications and check for a short to battery voltage.

Verify the relevant power, ground, reference, signal, and control circuits.

If the electrical circuit is correct, test the runner actuator, control solenoid, and position sensor where applicable.

Only after the electrical system has been verified should the mechanical runner mechanism be investigated for carbon buildup, sticking, damaged linkage, or other mechanical problems.

The sensor, actuator, solenoid, or intake manifold should not automatically be replaced simply because P2013 is stored.

P2013 is generally a low-to-moderate severity code, and many vehicles can still be driven if they operate normally. However, the fault should be repaired because incorrect runner control can affect engine performance, fuel economy, emissions, and throttle response.

After the confirmed fault has been repaired, clear P2013 and verify the circuit under the operating conditions that originally triggered the code.

The Bank 2 runner-control circuit should remain within the specified electrical range, the runner system should operate correctly, and P2013 should not return.