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

P2017 Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1) is a generic OBD-II diagnostic trouble code indicating that the Engine Control Module (ECM/PCM) has detected an excessively high electrical signal in the Bank 1 intake manifold runner position sensor or switch circuit.

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

A position sensor or switch provides feedback to the ECM/PCM so that it can determine the position or operating state of the intake manifold runner.

When the control module detects that the electrical signal in this circuit is higher than the expected range, it can store P2017 and illuminate the Check Engine Light.

In simple terms, P2017 means the ECM/PCM is seeing a higher-than-expected signal from the Bank 1 intake manifold runner position sensor/switch circuit.

The problem may be caused by:

• Faulty runner position sensor

• Faulty position switch

• Signal wire shorted to voltage

• Damaged wiring

• Poor electrical connection

• Incorrect reference voltage

• Sensor ground problem

• Incorrect sensor installation

• Faulty runner actuator

• Mechanical runner problems

• Intake manifold damage

• ECM/PCM circuit or control problems

The important point is that P2017 is specifically associated with a high circuit signal. It should therefore be distinguished from P2016, which identifies a range/performance problem, and P2018, which identifies an intermittent condition on the same Bank 1 system.

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What Does P2017 Mean?

The code description contains several important terms.

Intake Manifold Runner

The intake manifold runner is the passage through which intake air travels toward the engine cylinders.

Modern engines may use variable intake runner systems to alter the airflow path according to engine operating conditions.

Depending on the manufacturer, the system may be called:

• Intake Manifold Runner Control (IMRC)

• Intake Manifold Runner System

• Intake Manifold Tuning

• Intake Runner Control

• Variable Intake Manifold

• Intake Manifold Flap Control

The exact terminology and design vary by manufacturer.

The system can be used to improve:

• Low-RPM torque

• High-RPM airflow

• Throttle response

• Fuel economy

• Combustion efficiency

• Emissions performance

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Position Sensor / Switch

The position sensor or switch provides feedback to the ECM/PCM about the runner mechanism.

Depending on the design, the sensor may provide a variable electrical signal that changes with runner position, or the system may use switches to identify specific positions.

A simplified system can be represented as:

ECM/PCM → Actuator → Runner mechanism → Position sensor/switch → Feedback signal → ECM/PCM

P2017 occurs when the control module detects that the feedback circuit is producing a signal that is too high for the expected operating condition.

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Bank 1

Bank 1 is the cylinder bank containing cylinder number one.

On a typical V-type engine:

• Bank 1 = cylinder number one side

• Bank 2 = opposite side

Therefore:

P2017 = Bank 1

P2022 = Bank 2

Inline engines generally have only one cylinder bank.

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Circuit High

The term “Circuit High” is critical to understanding P2017.

It means that the ECM/PCM has detected a voltage or electrical signal above the expected threshold for the monitored circuit.

This can happen because:

• The sensor itself is producing an excessively high signal.

• The signal wire is shorted to a voltage source.

• The sensor reference voltage is incorrect.

• The sensor ground is poor.

• The connector has an electrical problem.

• The circuit has excessive resistance.

• The sensor is incorrectly installed.

• The ECM/PCM is receiving an abnormal feedback signal.

A high circuit code does not automatically mean that the runner flap is physically stuck open.

The electrical signal and the mechanical position are related, but they are not the same thing.

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P2017 Does Not Necessarily Mean the Runner Is Stuck Open

This is an important distinction.

P2017 identifies a high electrical signal.

It does not automatically mean:

Runner physically stuck open

A runner can be physically in the correct position while the sensor circuit reports an abnormally high voltage.

For example:

Runner position = normal

Sensor signal = excessively high

ECM/PCM = P2017

This is why the electrical circuit should be tested before replacing mechanical components.

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How Does the Intake Manifold Runner System Work?

The runner system uses a mechanical mechanism to control intake airflow.

Depending on the engine, it may include:

• Runner flaps

• Electric actuator

• Vacuum actuator

• Control solenoid

• Position sensor

• Position switch

• Mechanical linkage

The ECM/PCM determines when the runner should change position.

The actuator moves the mechanism.

The position sensor reports the position.

The ECM/PCM evaluates the feedback.

A simplified sequence is:

ECM command → Actuator → Runner → Position sensor → Feedback → ECM

If the feedback circuit becomes excessively high, P2017 may be stored.

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Symptoms of P2017

Symptoms vary depending on the vehicle and the cause of the high signal.

Check Engine Light

The most common symptom is an illuminated Check Engine Light.

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Reduced Engine Performance

Incorrect runner operation can affect intake airflow.

Possible symptoms include:

• Reduced acceleration

• Reduced engine power

• Sluggish performance

• Poor response at certain RPMs

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Poor Low-RPM Torque

Some runner systems are designed to increase airflow velocity at low engine speeds.

If the runner cannot operate correctly, low-RPM torque may be reduced.

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Poor High-RPM Performance

A runner system that does not reach the required position can restrict or alter high-RPM airflow.

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Engine Hesitation

The engine may hesitate during acceleration.

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Poor Throttle Response

The vehicle may respond less smoothly to accelerator input.

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Rough Idle

Some vehicles may experience:

• Rough idle

• Uneven engine operation

• Unstable idle speed

However, this is not present on every vehicle with P2017.

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Reduced Fuel Economy

Incorrect intake-air management can affect combustion efficiency and fuel consumption.

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Increased Emissions

Incorrect airflow can affect combustion and emissions performance.

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No Noticeable Performance Problems

Some vehicles may continue to operate normally apart from the Check Engine Light.

The ECM/PCM may place the runner system into a default position when a fault is detected.

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Common Causes of P2017

Faulty Intake Manifold Runner Position Sensor

A defective sensor can produce a signal higher than expected.

Possible sensor failures include:

• Internal electrical failure

• Damaged sensing element

• Incorrect output

• Internal wear

• Incorrect resistance

• Sensor contamination

• Internal short circuit

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Signal Wire Shorted to Voltage

This is an important cause of a circuit-high code.

If the sensor signal wire contacts a voltage source, the ECM/PCM may see a signal much higher than expected.

Possible causes include:

• Damaged insulation

• Chafed wiring

• Incorrect previous repair

• Pinched wire

• Melted harness

• Incorrect wiring connection

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Incorrect Reference Voltage

Many position sensors use a reference voltage supplied by the ECM/PCM.

If the reference voltage is incorrect, the sensor output may also be incorrect.

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Poor Sensor Ground

A poor ground can affect sensor operation and alter the voltage measured by the ECM/PCM.

The exact effect depends on the sensor circuit design.

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Corroded Connector

Corrosion can alter electrical resistance and affect the sensor signal.

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Loose or Damaged Terminal

A loose terminal can cause an unstable or incorrect electrical signal.

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Incorrect Sensor Installation

A recently replaced sensor may have been:

• Installed incorrectly

• Misaligned

• Mounted loosely

• Incorrectly connected

• Installed with the wrong adjustment

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Incorrect Replacement Sensor

A sensor that physically fits but has incorrect electrical characteristics can produce an incorrect signal.

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Faulty Runner Actuator

The actuator can fail because of:

• Internal motor failure

• Gear damage

• Electrical problems

• Mechanical resistance

• Position-control problems

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Sticking Runner Flaps

The runner mechanism can stick because of:

• Carbon buildup

• Dirt

• Corrosion

• Worn bushings

• Damaged shafts

• Mechanical obstruction

A mechanical problem may cause the runner to remain in an unexpected position.

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Carbon Buildup in the Intake Manifold

Deposits can restrict runner movement.

The actuator may operate, but the runner mechanism may not move through its full range.

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Damaged Runner Linkage

The linkage between the actuator and runner may be:

• Broken

• Disconnected

• Loose

• Bent

• Worn

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Vacuum Actuator or Vacuum Control Problem

Some runner systems use vacuum.

Possible problems include:

• Cracked vacuum hose

• Disconnected hose

• Vacuum leak

• Damaged actuator diaphragm

• Faulty control solenoid

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Faulty Runner Control Solenoid

A vacuum-control solenoid may fail to provide the required vacuum.

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Electrical Reference or Ground Circuit Problem

A shared reference or ground problem can affect more than one sensor.

If other sensor-related trouble codes are present, this possibility becomes more important.

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ECM/PCM Circuit Problem

The ECM/PCM input circuit may have an internal problem.

This should generally be investigated only after the external circuit and components have been tested.

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ECM/PCM Software Problem

Incorrect software calibration can occasionally affect runner position monitoring.

A manufacturer software update may be available for certain vehicles.

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Vehicles Commonly Affected by P2017

P2017 can occur on vehicles equipped with an intake manifold runner position sensor or switch on Bank 1.

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 of P2017 depends on:

• Model year

• Engine

• Intake manifold design

• Runner control system

• Sensor configuration

• Wiring design

• ECM/PCM calibration

Because P2017 is a generic OBD-II code, the exact diagnostic threshold and test procedure can differ between manufacturers.

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How Is P2017 Diagnosed?

P2017 is primarily an electrical high-signal fault, so the diagnosis should begin with the electrical circuit before assuming that the runner mechanism itself is defective.

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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

Pay particular attention to codes involving:

• Intake manifold runner control

• Runner position

• Runner actuator

• Sensor reference voltage

• Sensor ground

• Engine performance

• Other sensor circuits

If several sensors report high signals at the same time, a shared reference or ground problem may be more likely.

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Step 2: Review Freeze-Frame Data

Determine the operating conditions when P2017 was stored.

Depending on the diagnostic tool, review:

• Engine RPM

• Engine load

• Vehicle speed

• Throttle position

• Engine coolant temperature

• Intake air temperature

• Battery voltage

• Runner commanded position

• Runner actual position

This can help determine whether the fault occurs continuously or only under specific operating conditions.

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Step 3: Inspect the Position Sensor

Inspect the Bank 1 runner position sensor for:

• Physical damage

• Loose mounting

• Contamination

• Incorrect installation

• Misalignment

• Connector damage

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Step 4: Inspect the Connector

Check the connector for:

• Corrosion

• Moisture

• Bent pins

• Loose terminals

• Poor terminal tension

• Damaged seals

• Broken connector locks

A connector that looks normal externally can still have poor terminal contact.

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Step 5: Check the Sensor Reference Voltage

Using the vehicle-specific wiring diagram and service specifications, verify the sensor's reference voltage.

Do not assume the pin configuration or reference voltage without checking the exact vehicle.

An incorrect reference voltage can cause the sensor signal to be interpreted incorrectly.

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Step 6: Check Sensor Ground

Verify that the sensor ground circuit is within specification.

A poor ground can produce an abnormal sensor voltage.

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Step 7: Measure the Signal Voltage

Measure the runner position sensor signal according to the manufacturer's test procedure.

Because P2017 is a high-signal fault, determine whether the signal is actually higher than the specified threshold.

Compare the measured value with the manufacturer's specification.

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Step 8: Check for a Short to Voltage

Inspect the signal wire for unwanted contact with:

• Battery voltage

• Ignition voltage

• Another powered circuit

• Damaged wiring

A short to voltage is an important possibility with a circuit-high code.

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Step 9: Check Wiring Continuity

Test the relevant wiring according to the vehicle-specific wiring diagram.

Check for:

• Open circuit

• Excessive resistance

• Short to ground

• Short to voltage

• Poor terminal connection

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Step 10: Perform a Wiggle Test

Monitor the sensor signal while carefully moving the harness and connector.

Look for sudden changes in voltage.

Although P2017 is defined as a high-signal fault rather than an intermittent code, an unstable connection can still cause abnormal signal behavior.

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Step 11: Compare Commanded and Actual Runner Position

If live data is available, compare:

Commanded runner position vs. actual runner position

If the sensor reports an implausible position, investigate the sensor and mechanical system.

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Step 12: Test the Runner Actuator

If supported by the diagnostic equipment, command the Bank 1 runner actuator through its operating range.

Verify that it:

• Moves correctly

• Reaches the commanded positions

• Does not stick

• Does not stop prematurely

• Produces consistent sensor feedback

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Step 13: Inspect the Runner Linkage

Check for:

• Broken linkage

• Disconnected linkage

• Excessive play

• Worn joints

• Bent components

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Step 14: Check for Mechanical Binding

Verify that the runner mechanism moves freely.

Inspect for:

• Carbon deposits

• Dirt

• Corrosion

• Worn bushings

• Damaged runner flaps

• Internal manifold damage

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Step 15: Check Vacuum Operation

For vacuum-operated systems, inspect:

• Vacuum supply

• Vacuum hoses

• Control solenoid

• Actuator diaphragm

• Vacuum reservoir where applicable

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Step 16: Compare Bank 1 and Bank 2

If the engine has equivalent runner systems on both banks, compare:

• Position sensor signals

• Runner movement

• Actuator operation

• Commanded position

• Actual position

This can provide a useful reference.

However, Bank 1 and Bank 2 should only be directly compared when the systems use equivalent designs.

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Step 17: Check Manufacturer Technical Information

Check for:

• Technical Service Bulletins

• Known runner-system failures

• Wiring harness problems

• Connector problems

• Updated sensors

• Updated actuators

• Software updates

• Calibration procedures

Manufacturer-specific information is especially important because the exact diagnostic thresholds can vary.

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Step 18: Verify the ECM/PCM

If the sensor, reference circuit, ground, signal wire, connector, actuator, and runner mechanism all test correctly but P2017 continues to return, further ECM/PCM testing may be required.

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How to Fix P2017

The correct repair depends on the actual cause.

Replace the Faulty Runner Position Sensor

If testing confirms that the sensor produces an excessively high signal, replace it with the correct vehicle-specific component.

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Repair a Short to Voltage

If the signal wire is contacting a power source, repair the wiring and protect it from further chafing or heat damage.

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Repair Damaged Wiring

Repair or replace wiring affected by:

• Heat

• Chafing

• Vibration

• Oil

• Moisture

• Previous repairs

Secure the harness correctly after the repair.

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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 required.

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Correct Reference Voltage Problems

If the reference-voltage circuit is incorrect, diagnose and repair the shared or dedicated reference circuit.

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Repair Sensor Ground Problems

If the sensor ground is outside specification, repair the relevant ground circuit.

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Repair the Runner Actuator

If the actuator cannot move the runner correctly, repair or replace it.

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Repair the Runner Linkage

Replace broken, disconnected, bent, or worn linkage components.

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Clean or Repair the Runner Mechanism

If carbon buildup or contamination prevents proper runner movement, clean or repair the mechanism according to the manufacturer's service procedure.

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Repair Vacuum-System Problems

For vacuum-operated systems, repair:

• Cracked hoses

• Disconnected hoses

• Vacuum leaks

• Faulty control solenoids

• Damaged actuator diaphragms

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Replace the Intake Manifold

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

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Perform Calibration or Relearn

Some vehicles require a runner position calibration or relearn after replacing:

• Position sensor

• Runner actuator

• Intake manifold

• Runner mechanism

Follow the manufacturer-specific procedure.

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Update ECM/PCM Software

If a manufacturer software update addresses a runner position 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 detect P2017, further module testing may be necessary.

ECM/PCM replacement should be a last resort.

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Clear the Code and Verify the Repair

After completing the repair:

1. Clear P2017.

2. Monitor Bank 1 runner position data.

3. Check the sensor signal voltage.

4. Verify the reference voltage.

5. Verify sensor ground.

6. Inspect the connector.

7. Check the signal wire for a short to voltage.

8. Test wiring continuity and resistance.

9. Perform a wiggle test.

10. Test the runner actuator.

11. Inspect the runner linkage.

12. Check for mechanical binding.

13. Check the vacuum system where applicable.

14. Perform the required calibration or relearn.

15. Complete the appropriate drive cycle.

16. Confirm that P2017 does not return.

The vehicle should ideally be tested under the operating conditions in which the original fault occurred.

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What Happens If P2017 Is Ignored?

P2017 usually does not mean that the engine will immediately fail.

However, the ECM/PCM may not be able to correctly monitor or control the Bank 1 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 intake-system faults

If the runner becomes mechanically stuck, performance problems may become more noticeable.

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Can You Drive With P2017?

In many cases, a vehicle with P2017 can still be driven if the engine starts and operates normally.

The code generally does not indicate an immediate catastrophic engine failure.

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

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

• Severe hesitation

• Major power loss

• 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 P2017 a Serious Code?

P2017 is generally considered a low-to-moderate severity diagnostic trouble code.

The vehicle may continue operating, particularly if the ECM/PCM can place the runner system into a default position.

However, the actual severity depends on the underlying cause.

A simple sensor or wiring fault may have limited symptoms.

A failed actuator, damaged linkage, or mechanically stuck runner can cause more significant performance problems.

Ignoring P2017 may result in:

• Reduced engine performance

• Reduced fuel economy

• Increased emissions

• Poor intake-air management

• Continued Check Engine Light

• Additional runner-system problems

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P2017 vs. P2016

P2017 and P2016 both concern the Bank 1 intake manifold runner position sensor/switch circuit, but they identify different fault characteristics.

Code	General Meaning
P2016	Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 1)
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)

The key difference is:

P2016 = range/performance problem

P2017 = high circuit signal

P2016 can indicate that the sensor signal or runner operation does not correspond correctly with the expected operating range.

P2017 specifically indicates that the electrical signal is above the expected threshold.

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P2017 vs. P2018

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2018	Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 1)

Both concern Bank 1.

However:

P2017 = high signal

P2018 = intermittent circuit

P2017 should lead the diagnosis toward signal voltage, reference voltage, sensor ground, wiring, and possible short-to-voltage conditions.

P2018 places greater emphasis on loose connections, broken wires, connector problems, vibration, heat-related failures, and intermittent sensor operation.

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P2017 vs. P2019

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2019	Intake Manifold Runner Position Sensor / Switch Circuit (Bank 2)

The main differences are:

P2017 = Bank 1 + high circuit signal

P2019 = Bank 2 + general circuit fault

P2017 gives more specific information about the electrical condition.

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P2017 vs. P2020

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2020	Intake Manifold Runner Position Sensor / Switch Circuit Range / Performance (Bank 2)

These codes involve opposite cylinder banks and different fault characteristics.

P2017 = Bank 1, high circuit

P2020 = Bank 2, range/performance

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P2017 vs. P2021

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2021	Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 2)

The difference involves both bank and signal condition.

P2017 = Bank 1, high signal

P2021 = Bank 2, low signal

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P2017 vs. P2022

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2022	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 2)

These are essentially the corresponding high-signal codes for the two banks:

P2017 = Bank 1

P2022 = Bank 2

Both identify a high signal condition, but on opposite cylinder banks.

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P2017 vs. P2023

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2023	Intake Manifold Runner Position Sensor / Switch Circuit Intermittent (Bank 2)

P2017 identifies a high Bank 1 signal.

P2023 identifies an intermittent Bank 2 circuit condition.

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P2017 vs. P2076

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

Code	General Meaning
P2017	Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1)
P2076	Intake Manifold Tuning (IMT) Valve Position Sensor / Switch Circuit Range / Performance (Bank 1)

The descriptions may sound similar, but they should not automatically be assumed to identify the same physical component.

Manufacturers can use different terminology and different intake-air control systems.

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How to Prevent P2017

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

Recommended practices include:

• Inspect runner-system wiring during routine service.

• Keep wiring away from excessive engine heat.

• Secure harnesses against vibration.

• Check electrical connectors for corrosion.

• Make sure terminals have proper contact tension.

• Prevent moisture from entering connectors.

• Repair damaged wiring promptly.

• Inspect vacuum hoses on vacuum-operated systems.

• Address excessive intake carbon buildup when appropriate.

• Repair loose or damaged runner linkage.

• Use the correct replacement sensor.

• Follow required calibration procedures.

• Make sure connectors are fully seated after service.

• Avoid damaging the wiring during intake manifold repairs.

• Follow manufacturer maintenance recommendations.

• Do not ignore Check Engine Light warnings.

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Final Thoughts

P2017 Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1) indicates that the ECM/PCM has detected an electrical signal that is higher than the expected threshold in the Bank 1 intake manifold runner position sensor/switch circuit.

The most important distinction is that P2017 identifies a high electrical signal; it does not automatically mean that the runner flap is physically stuck open.

Possible causes include:

• Faulty runner position sensor

• Faulty position switch

• Signal wire shorted to voltage

• Damaged wiring

• Corroded connector

• Loose electrical terminal

• Incorrect reference voltage

• Poor sensor ground

• Incorrect sensor installation

• Incorrect replacement sensor

• Faulty runner actuator

• Sticking runner flaps

• Carbon buildup

• Damaged runner linkage

• Vacuum-control problems

• Mechanical intake-manifold damage

• ECM/PCM software or circuit problems

The most effective diagnostic approach is to start with the electrical side of the system.

First, scan for additional trouble codes and review freeze-frame data.

Then inspect the Bank 1 runner position sensor and connector.

The sensor's reference voltage, ground, and signal voltage should be measured using the vehicle manufacturer's specifications.

Because P2017 is a circuit-high code, the signal wire should also be checked carefully for a short to battery or another voltage source.

Wiring continuity, resistance, voltage drop, and connector terminal condition should be checked as required.

If the electrical circuit is operating correctly, the runner actuator, linkage, vacuum system where applicable, and physical runner mechanism should then be inspected.

The position sensor should not automatically be replaced simply because P2017 is stored.

P2017 is generally a low-to-moderate severity fault, and many vehicles can still be driven if they operate normally. However, the underlying problem should be repaired because incorrect intake runner operation can affect engine performance, torque, fuel economy, and emissions.

After the repair, clear the code and verify the system under the appropriate operating conditions.

The Bank 1 runner position feedback should remain within the manufacturer's specified range, the runner should respond correctly to commands, and P2017 should not return.