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EN
P2006 Intake Manifold Runner Control Stuck Closed (Bank 1)
P2006 Intake Manifold Runner Control Stuck Closed (Bank 1) 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 1 is stuck in the closed position or is not reaching the commanded position.
The Intake Manifold Runner Control system regulates how intake air flows through the intake manifold. Depending on engine speed, engine load, throttle position, and other operating conditions, the ECM/PCM can command the intake manifold runner flaps to open or close.
When the ECM/PCM commands the Bank 1 runners to open but detects that they remain closed, it may store P2006 and illuminate the Check Engine Light.
In simple terms, P2006 means the Bank 1 intake manifold runner system is not opening when the engine computer expects it to open.
This does not automatically mean that the intake manifold itself is defective. The problem can be caused by a mechanically stuck runner, carbon buildup, broken linkage, a failed actuator, a vacuum problem, a faulty position sensor, or an electrical problem preventing the runner-control system from operating correctly.
It is also important to distinguish P2006 from the nearby IMRC codes:
-
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)
Therefore, P2006 should primarily lead the diagnosis toward runner movement, actuator operation, mechanical linkage, vacuum supply, position feedback, and the control circuit, rather than assuming that an open circuit is the cause.
What Does P2006 Mean?
The code contains several important terms.
Intake Manifold Runner Control
Intake Manifold Runner Control, or IMRC, is a system designed to alter the intake-air path inside the intake manifold.
Many engines use runner flaps or valves to optimize airflow at different engine speeds and loads.
Depending on the engine, an IMRC system may contain:
-
Intake manifold runner flaps
-
Runner shafts
-
Mechanical linkage
-
Electric actuator
-
Vacuum actuator
-
Control solenoid
-
Position sensor
-
Position switch
-
Electrical wiring
-
ECM/PCM control
The exact arrangement varies between manufacturers.
Stuck Closed
“Stuck closed” means the ECM/PCM believes that the runner system has remained closed when it should have moved toward the open position.
A simplified example is:
ECM command: Open
Actual runner position: Closed
If the mismatch remains outside the manufacturer's permitted conditions, the ECM/PCM may store P2006.
This does not necessarily mean that the flap is physically seized.
The runner can appear “stuck closed” because:
-
The actuator cannot move.
-
The linkage is broken.
-
The vacuum actuator is not receiving vacuum.
-
The position sensor is reporting the wrong position.
-
The wiring is damaged.
-
The runner mechanism is mechanically restricted.
Bank 1
Bank 1 refers to the cylinder bank containing cylinder number one.
On a V-type engine:
-
Bank 1 = cylinder number one side
-
Bank 2 = opposite side
Therefore:
P2006 = Intake Manifold Runner Control Stuck Closed (Bank 1)
The corresponding Bank 2 code is:
P2007 = Intake Manifold Runner Control Stuck Closed (Bank 2)
Inline engines generally have only one cylinder bank and therefore normally use Bank 1.
How Does the Intake Manifold Runner Control Work?
The basic operating principle can be represented as:
ECM/PCM → Actuator or control solenoid → Runner mechanism → Runner flaps
On systems with position feedback:
Runner position → Position sensor → ECM/PCM
The ECM/PCM uses engine operating conditions to determine the appropriate runner position.
At lower engine speeds, the runners may be closed or partially closed to increase intake-air velocity and improve certain aspects of engine operation.
At higher engine speeds, the runners may open to provide a larger airflow path and reduce intake restriction.
The exact strategy is engine-specific.
The important point is that the ECM/PCM expects the runners to change position when commanded.
P2006 is set when that expected movement does not occur.
Why Does the ECM Set P2006?
The ECM/PCM generally compares the expected or commanded runner position with the actual system response.
For example:
Commanded: Open
Actual: Closed
If this condition persists under the diagnostic conditions programmed into the ECM/PCM, P2006 can be stored.
This means the root cause can be mechanical, electrical, pneumatic, or related to position feedback.
Symptoms of P2006
The symptoms depend on the engine and the position in which the runners remain stuck.
Check Engine Light
The Check Engine Light is the most common symptom.
The vehicle may continue to drive normally, especially if the ECM/PCM uses a default runner position.
Reduced Engine Performance
If the runners remain closed when they should open, intake airflow can be restricted.
Possible symptoms include:
-
Reduced engine power
-
Sluggish acceleration
-
Poor engine response
-
Reduced performance under load
-
Reduced high-RPM power
Poor High-RPM Performance
A stuck-closed runner can become particularly noticeable at higher engine speeds.
As engine airflow demand increases, restricted runner passages can limit the amount of air entering the engine.
The driver may notice:
-
Engine feels weak at high RPM
-
Poor acceleration at higher speeds
-
Reduced power during overtaking
-
Difficulty maintaining performance under heavy load
Poor Acceleration
The vehicle may accelerate more slowly than normal.
This can be particularly noticeable during:
-
Hard acceleration
-
Highway acceleration
-
Uphill driving
-
Passing
-
High engine load
Engine Hesitation
The engine may hesitate when the runner system should change position.
Reduced Throttle Response
The engine may feel less responsive when the accelerator is pressed.
Rough Running
Depending on the engine design, incorrect runner operation may contribute to:
-
Rough running
-
Uneven power delivery
-
Unstable idle
-
Hesitation
However, P2006 does not necessarily cause a rough idle on every vehicle.
Poor Fuel Economy
Incorrect intake-air management can affect engine efficiency and fuel consumption.
Increased Emissions
Incorrect airflow can change combustion characteristics and potentially increase emissions.
No Noticeable Driveability Problems
A vehicle can have P2006 without obvious performance problems.
This may occur when:
-
The runners are only slightly restricted.
-
The ECM uses a default position.
-
The fault occurs only under specific conditions.
-
The engine has enough airflow to compensate.
In these cases, the Check Engine Light may be the only noticeable symptom.
Common Causes of P2006
Carbon Buildup on the Runner Flaps
Carbon and other deposits can accumulate inside the intake manifold over time.
Deposits can make the runner mechanism:
-
Sticky
-
Slow
-
Difficult to move
-
Completely stuck
This is an important potential cause of P2006.
Stuck or Seized Runner Flaps
The runner flaps or shafts can physically bind.
Possible causes include:
-
Carbon deposits
-
Dirt
-
Oil contamination
-
Corrosion
-
Mechanical wear
-
Damaged components
-
Internal manifold damage
If the runners cannot physically move, the actuator may be unable to achieve the commanded position.
Broken Runner Linkage
The actuator may be connected to the runner flaps through a mechanical linkage.
If the linkage breaks or disconnects:
Actuator moves → Runner flaps remain closed
The ECM can then detect a runner-position problem.
This is why simply testing whether the actuator motor operates is not always enough.
Failed IMRC Actuator
An electric actuator can fail electrically or mechanically.
Possible failures include:
-
Internal motor failure
-
Broken gears
-
Seized actuator
-
Internal position sensor failure
-
Insufficient actuator torque
-
Internal electrical fault
Faulty IMRC Position Sensor
Some IMRC systems use a position sensor to report runner position to the ECM/PCM.
If the sensor incorrectly reports that the runners are closed, the ECM may store P2006 even if the mechanism is actually moving.
Possible sensor problems include:
-
Incorrect output
-
Intermittent signal
-
Dead spots
-
Internal electrical failure
-
Damaged signal circuit
Vacuum Leak
Vacuum-operated runner systems depend on adequate vacuum.
Possible causes include:
-
Cracked vacuum hose
-
Disconnected hose
-
Vacuum leak
-
Faulty vacuum actuator
-
Damaged diaphragm
-
Vacuum supply problem
If the actuator cannot receive sufficient vacuum, the runners may remain closed.
Faulty IMRC Control Solenoid
A vacuum-operated system may use an electrically controlled solenoid.
If the solenoid does not operate correctly, the actuator may never receive the vacuum required to open the runners.
Damaged Wiring
Electrical faults can prevent an electric actuator or control solenoid from operating.
Possible problems include:
-
Broken wires
-
Chafed insulation
-
Heat damage
-
Corrosion
-
Short circuits
-
Poor previous repairs
Loose or Corroded Connector
A poor electrical connection can prevent the actuator, solenoid, or position sensor from operating correctly.
Possible problems include:
-
Loose terminals
-
Corroded pins
-
Water intrusion
-
Backed-out terminals
-
Damaged connector locks
-
Poor terminal tension
Blown Fuse
Some runner-control systems use a dedicated fuse or shared power supply.
A blown fuse can prevent the actuator or solenoid from operating.
If a fuse is blown, the underlying cause should be identified before replacing it.
Low System Voltage
Low battery or charging-system voltage can affect electronically controlled actuators.
If other electrical problems are present, charging voltage should be checked.
Intake Manifold Mechanical Damage
The internal runner mechanism may be damaged.
Possible problems include:
-
Broken runner flap
-
Damaged shaft
-
Worn bushings
-
Broken linkage mounting
-
Internal obstruction
-
Excessive mechanical wear
Incorrect Installation
If the intake manifold has recently been removed, installation errors can cause P2006.
Possible examples include:
-
Misaligned linkage
-
Incorrect hose routing
-
Disconnected connector
-
Incorrect actuator installation
-
Damaged runner mechanism
ECM/PCM Problem
An ECM/PCM control problem is possible, but it is generally not the first component that should be blamed.
The external circuit, actuator, sensor, vacuum system, and mechanical mechanism should be tested first.
Vehicles Commonly Affected by P2006
P2006 can occur on vehicles equipped with intake manifold runner-control systems.
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
-
Porsche Cayenne
These are general examples and do not mean that every engine configuration of these models uses the same IMRC system or will necessarily set P2006.
The exact system depends on:
-
Model year
-
Engine
-
Intake manifold design
-
Runner configuration
-
Actuator type
-
Position sensor
-
Vacuum system
-
ECM/PCM calibration
How Is P2006 Diagnosed?
The objective of diagnosis is to determine why the Bank 1 runner system remains closed when the ECM/PCM expects it to open.
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
Look for related codes involving:
-
IMRC
-
Runner position
-
Runner control
-
Actuator
-
Position sensor
-
Electrical circuit
-
Vacuum control
-
Engine performance
-
Misfires
Additional codes can help identify whether P2006 is an isolated fault.
Step 2: Review Freeze-Frame Data
Check the engine operating conditions when P2006 was stored.
Depending on the scan tool, review:
-
Engine RPM
-
Engine load
-
Vehicle speed
-
Throttle position
-
Engine coolant temperature
-
Intake air temperature
-
Battery voltage
-
Commanded runner position
-
Actual runner position
This may reveal whether the problem occurs only at a particular RPM or engine load.
Step 3: Inspect the Bank 1 Runner Mechanism
Locate the Bank 1 IMRC system.
Inspect:
-
Runner linkage
-
Actuator
-
Runner shaft
-
Runner flaps
-
Vacuum hoses where applicable
Look for obvious signs of:
-
Disconnection
-
Damage
-
Carbon buildup
-
Mechanical binding
Step 4: Check Runner Movement
If permitted by the manufacturer's service procedure, inspect the runner mechanism for smooth movement.
The mechanism should not be:
-
Seized
-
Excessively stiff
-
Binding
-
Grinding
-
Obstructed
A mechanically stuck runner cannot be repaired by replacing an electrical component alone.
Step 5: Command the IMRC System
If the vehicle supports bidirectional control, use a suitable scan tool to command the runner system.
Observe:
-
Actuator movement
-
Linkage movement
-
Runner movement
-
Position-sensor response
This can help determine where the movement is being lost.
For example:
Actuator moves + linkage does not move = linkage problem
Actuator does not move + correct power/control = actuator problem
Runner moves + position signal remains closed = position sensor/feedback problem
These are diagnostic directions rather than universal conclusions; the exact circuit must be verified for the vehicle.
Step 6: Compare Commanded and Actual Position
If live data is available, compare:
Commanded position
with:
Actual position
A pattern such as:
Commanded: Open
Actual: Closed
supports the stuck-closed diagnosis.
The next step is to determine whether the mismatch is caused by:
-
Mechanical restriction
-
Actuator failure
-
Linkage failure
-
Vacuum problem
-
Position-sensor problem
-
Wiring problem
Step 7: Inspect Electrical Connectors
Check the actuator, solenoid, and position-sensor connectors.
Look for:
-
Bent pins
-
Corrosion
-
Loose terminals
-
Water intrusion
-
Damaged connector locks
-
Backed-out terminals
Step 8: Inspect the Wiring Harness
Check the harness for:
-
Broken wires
-
Chafing
-
Melted insulation
-
Heat damage
-
Pinched sections
-
Incorrect routing
-
Previous repair damage
Runner-control wiring often operates in a hot and vibrating engine compartment.
Step 9: Verify Power and Ground
Depending on the vehicle's circuit design, verify:
-
Battery power
-
Ignition power
-
Fuse supply
-
Ground
-
Actuator power
-
Solenoid power
Use the manufacturer's wiring diagram rather than assuming the circuit configuration.
Step 10: Test the IMRC Actuator
For an electric actuator, test according to manufacturer specifications.
Depending on the system, this may include:
-
Power supply
-
Ground
-
Control signal
-
Motor operation
-
Current draw
-
Position feedback
-
Mechanical movement
If the actuator receives the correct command but cannot move the runner mechanism, it may be defective.
Step 11: Test the Position Sensor
If a runner position sensor is fitted, check:
-
Reference voltage
-
Ground
-
Signal voltage
-
Signal continuity
-
Signal response during movement
The signal should change appropriately as the runner position changes.
A sensor that remains at a fixed value may cause the ECM to interpret the runners as stuck.
Step 12: Test the Vacuum System
For vacuum-operated systems, check:
-
Vacuum supply
-
Vacuum hoses
-
Control solenoid
-
Vacuum actuator
-
Diaphragm
-
Vacuum reservoir where applicable
A vacuum leak can prevent the runners from opening.
Step 13: Test the Control Solenoid
If a vacuum control solenoid is used, verify:
-
Electrical power
-
Control circuit
-
Coil resistance
-
Solenoid activation
-
Vacuum flow
-
Vacuum retention
A defective solenoid can prevent the vacuum actuator from moving the runners.
Step 14: Inspect for Carbon Buildup
If the actuator and control system appear to function correctly, inspect the runner mechanism for carbon deposits.
Heavy deposits can cause the runner flaps or shaft to stick.
Step 15: Perform a Wiggle Test
While monitoring runner position data or the relevant electrical circuit, carefully move the wiring harness and connectors.
If the signal or actuator operation changes unexpectedly, investigate for:
-
Broken conductor
-
Loose terminal
-
Poor connector
-
Intermittent wiring fault
Step 16: Compare Bank 1 and Bank 2
On engines with equivalent runner systems on both banks, compare:
-
Actuator operation
-
Position sensor readings
-
Power supply
-
Ground
-
Wiring
-
Vacuum operation
-
Runner movement
Bank 2 can provide a useful reference for Bank 1.
However, this comparison is valid only when both systems use equivalent components and circuit designs.
Step 17: Inspect the Intake Manifold Internally
If the external components test correctly, inspect the intake manifold and runner mechanism internally.
Look for:
-
Stuck flaps
-
Carbon deposits
-
Broken shafts
-
Damaged runner plates
-
Internal obstruction
-
Mechanical wear
Step 18: Check Manufacturer Technical Information
Before replacing expensive components, check for:
-
Technical Service Bulletins
-
Known runner problems
-
Updated actuators
-
Updated sensors
-
Connector issues
-
Wiring problems
-
Software updates
-
Calibration procedures
Step 19: Perform Calibration or Relearn
Some vehicles require an 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 P2006.
-
Start the engine.
-
Monitor Bank 1 runner position data.
-
Command the runner system where supported.
-
Verify actuator movement.
-
Verify linkage movement.
-
Confirm runner movement.
-
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 P2006 does not return.
How to Fix P2006
The repair depends on the actual cause.
Clean the Runner Mechanism
If carbon deposits are preventing runner movement, the runner mechanism may need to be cleaned.
The correct cleaning method depends on the intake manifold and engine design.
Repair or Replace the Runner Linkage
If the linkage is disconnected or broken:
-
Reconnect it if serviceable.
-
Replace damaged linkage.
-
Verify the actuator can move the runners through their full range.
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 a faulty runner position sensor and it is serviceable separately, replace it.
Verify the signal after installation.
Repair Vacuum Problems
On vacuum-operated systems, repair:
-
Cracked hoses
-
Disconnected hoses
-
Vacuum leaks
-
Faulty vacuum actuators
-
Damaged diaphragms
Replace the IMRC Control Solenoid
If testing confirms a faulty control solenoid, 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 is blown, identify and repair the underlying problem before installing the correct replacement fuse.
Replace the Intake Manifold
The intake manifold should not automatically be replaced because P2006 is stored.
Replacement may be necessary if:
-
Internal runner flaps are damaged.
-
Runner shafts are damaged.
-
The linkage mounting is broken.
-
The runner mechanism cannot be serviced separately.
-
The actuator is integrated into the manifold.
-
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 external components and circuits have been thoroughly tested.
P2006 vs. P2007
These codes describe the same basic problem on different cylinder banks.
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2007 | Intake Manifold Runner Control Stuck Closed (Bank 2) |
The difference is simply:
P2006 = Bank 1
P2007 = Bank 2
If both codes are stored, investigate whether there is a common cause such as:
-
Shared electrical supply
-
Shared vacuum supply
-
Common control problem
-
Intake contamination
-
Multiple runner-control failures
P2006 vs. P2008
These two codes are often confused.
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2008 | Intake Manifold Runner Control Circuit/Open (Bank 1) |
P2006 indicates that the runner system is stuck closed or is failing to reach the commanded position.
P2008 indicates an open electrical circuit in the Bank 1 runner-control system.
P2006 does not automatically mean there is an open circuit.
P2006 vs. P2009
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2009 | Intake Manifold Runner Control Circuit Low (Bank 1) |
P2006 = stuck-closed runner condition.
P2009 = low circuit condition.
An electrical problem could potentially cause both, but they represent different diagnostic conditions.
P2006 vs. P2010
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2010 | Intake Manifold Runner Control Circuit High (Bank 1) |
P2006 concerns runner operation or position.
P2010 concerns a high circuit signal.
P2006 vs. P2011
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2011 | Intake Manifold Runner Control Circuit/Open (Bank 2) |
P2006 concerns Bank 1.
P2011 concerns Bank 2.
Both descriptions involve runner control, but one identifies a stuck-closed condition and the other an open circuit.
P2006 vs. P2012
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2012 | Intake Manifold Runner Control Circuit Low (Bank 2) |
P2006 = Bank 1 stuck closed.
P2012 = Bank 2 circuit low.
P2006 vs. P2013
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2013 | Intake Manifold Runner Control Circuit High (Bank 2) |
P2006 identifies a Bank 1 runner stuck-closed condition.
P2013 identifies a Bank 2 high-circuit condition.
P2006 vs. P2014
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2014 | Intake Manifold Runner Position Sensor / Switch Circuit (Bank 1) |
Both concern Bank 1 intake-air control, but P2006 concerns runner operation/position while P2014 identifies a general position-sensor/switch circuit fault.
P2006 vs. P2015
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2015 | Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 1) |
P2006 = runner stuck closed.
P2015 = position sensor/switch range or performance problem.
A faulty position sensor can sometimes make a functioning runner appear stuck to the ECM.
P2006 vs. P2016
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2016 | Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 1) |
P2006 identifies a stuck-closed runner condition.
P2016 identifies a low position-sensor/switch circuit signal.
P2006 vs. P2017
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2017 | Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1) |
P2006 concerns runner movement or position.
P2017 concerns a high position-sensor/switch circuit condition.
P2006 vs. P2018
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2018 | Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 1) |
P2006 = runner stuck closed.
P2018 = intermittent position-sensor/switch circuit.
P2006 vs. P2019
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2019 | Intake Manifold Runner Position Sensor / Switch Circuit Malfunction (Bank 2) |
P2006 concerns Bank 1 runner control.
P2019 concerns Bank 2 runner position-sensor/switch circuit malfunction.
P2006 vs. P2020
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2020 | Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 2) |
P2006 identifies a Bank 1 stuck-closed runner.
P2020 identifies a Bank 2 position-sensor/switch range/performance problem.
P2006 vs. P2021
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2021 | Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 2) |
P2006 = Bank 1 stuck closed.
P2021 = Bank 2 position-sensor/switch circuit low.
P2006 vs. P2022
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2022 | Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 2) |
P2006 concerns Bank 1 runner operation.
P2022 concerns Bank 2 position-sensor/switch circuit high.
P2006 vs. P2023
| Code | Meaning |
|---|---|
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) |
| P2023 | Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 2) |
P2006 = Bank 1 runner stuck closed.
P2023 = Bank 2 intermittent position-sensor/switch circuit.
Can You Drive With P2006?
In many cases, a vehicle with P2006 can still be driven if the engine is running normally.
P2006 generally does not indicate an immediate catastrophic engine failure.
However, the vehicle may not perform as intended because the Bank 1 runner system is not operating correctly.
Possible consequences include:
-
Reduced engine power
-
Poor acceleration
-
Reduced throttle response
-
Poor high-RPM performance
-
Increased fuel consumption
-
Increased emissions
The vehicle should be diagnosed rather than simply driven indefinitely with the Check Engine Light illuminated.
If the engine is severely misfiring, stalling, losing substantial power, or the Check Engine Light is flashing, the vehicle should be inspected promptly.
Is P2006 a Serious Code?
P2006 is generally considered a low-to-moderate severity diagnostic trouble code.
The severity depends heavily on the underlying problem.
For example, a disconnected vacuum hose or linkage may be relatively straightforward to repair.
A severely carbon-blocked runner system, damaged intake manifold, or failed actuator may require more extensive work.
Ignoring P2006 can result in:
-
Reduced engine efficiency
-
Poor drivability
-
Reduced performance
-
Increased emissions
-
Increased fuel consumption
-
Continued Check Engine Light
-
Additional intake-control faults
How to Prevent P2006
Not every IMRC failure can be prevented, but proper maintenance can reduce the likelihood of problems.
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 properly secured.
-
Protect wiring from excessive engine 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.
-
Perform required calibration or relearn procedures after component replacement.
Final Thoughts
P2006 Intake Manifold Runner Control Stuck Closed (Bank 1) indicates that the ECM/PCM has detected that the Bank 1 intake manifold runner system remains closed or is not reaching the commanded open position.
The most important point is that P2006 is not automatically an electrical open-circuit fault and does not automatically mean the intake manifold must be replaced.
Possible causes include:
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Carbon buildup
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Stuck runner flaps
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Seized runner shaft
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Broken linkage
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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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Intake manifold mechanical damage
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Incorrect installation
Diagnosis should begin by scanning for additional trouble codes and reviewing freeze-frame data.
Next, inspect the Bank 1 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, linkage, and runner flaps actually move.
The commanded position should be compared with the actual position whenever reliable live data is available.
If the actuator moves but the runners remain closed, investigate the linkage and mechanical runner mechanism.
If the actuator does not move, verify its power, ground, control signal, wiring, and vacuum supply before replacing it.
If the runners physically move but the ECM continues to report them as closed, investigate the position sensor and feedback circuit.
If the runners are physically stuck, inspect for carbon buildup, mechanical damage, or internal manifold problems.
The intake manifold should not be replaced simply because P2006 is stored. It should be replaced only when testing confirms an internal manifold/runner problem that cannot be repaired separately or when the manufacturer's service procedure specifies replacement.
After the confirmed cause is repaired, clear P2006, perform any required IMRC calibration or relearn, complete the appropriate drive cycle, and rescan the vehicle.
The final verification should confirm that the Bank 1 runner system moves to the commanded positions and that P2006 does not return.
