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P2012 — Intake Manifold Runner Control Circuit Low Bank 2

Manufacturer-specificPowertrain (engine & transmission)

Code P2012 indicates that the powertrain control module (PCM) has detected a low voltage condition in the electrical circuit for the intake manifold runner control (IMRC) actuator or solenoid on bank 2. This system adjusts airflow paths inside the intake manifold to improve performance and efficiency, and a low circuit signal often points to a failed actuator, wiring fault, or mechanical binding.

Symptoms

What causes it — most likely first

1. Faulty intake manifold runner control actuator/solenoid (bank 2)

The actuator or solenoid that moves the runner flaps may have failed internally, causing a short or open circuit that pulls the signal voltage low. This is the most common cause.

2. Wiring harness damage or poor electrical connection

Chafed, broken, or corroded wires, or a loose connector in the IMRC circuit can create high resistance or a short to ground, leading to a low voltage reading.

3. Stuck or binding intake manifold runner flaps

Carbon buildup or mechanical obstruction can prevent the flaps from moving freely, overloading the actuator and causing it to draw excessive current or fail, which may trigger a low circuit code.

4. Vacuum leak (if vacuum-operated system)

On some vehicles, the runner control uses vacuum actuators. A leak in the vacuum lines or diaphragm can prevent proper operation and cause the sensor to report a low signal.

5. Faulty intake manifold runner position sensor

The sensor that monitors flap position may fail and send an incorrect low voltage signal to the PCM, even if the actuator and flaps are functioning.

6. PCM failure (rare)

The PCM could have an internal fault in the driver circuit for the IMRC, but this is extremely uncommon and should only be considered after all other causes are ruled out.

How it's diagnosed

  1. Visually inspect the IMRC actuator, wiring, and connector on bank 2 for obvious damage, corrosion, or disconnection.
  2. Check for binding or sticking of the intake manifold runner flaps by manually moving the linkage (if accessible) and cleaning carbon deposits if necessary.
  3. Use a scan tool to command the IMRC actuator on and off while listening for operation or monitoring position sensor feedback.
  4. Test the actuator's resistance and the circuit for shorts to ground, open circuits, or high resistance using a digital multimeter.
  5. If the system is vacuum-operated, check for vacuum supply, leaks, and proper solenoid function.
  6. If all other tests pass, verify PCM power and ground, and consider a PCM fault only as a last resort after confirming all wiring and components are intact.

Code facts & related codes

SystemPowertrain (engine & transmission)
StandardizationManufacturer-specific (P1/B1/C1/U1)
Related codesP2010 — Intake Manifold Runner Control CircuitP2011 — Intake Manifold Runner Control CircuitP2013 — Intake Manifold Runner Control CircuitP2014 — Intake Manifold Runner Position SensorP2015 — Intake Manifold Runner Position SensorP2016 — Intake Manifold Runner Position Sensor

Frequently asked

Can I drive with a P2012 code?

You can usually drive short distances, but you may experience reduced power, poor fuel economy, or rough running. Prolonged driving with a stuck runner system could lead to other issues, so it's best to diagnose and repair it promptly.

Does P2012 mean I need to replace the intake manifold?

Not necessarily. Often the problem is the actuator, wiring, or carbon buildup on the flaps. The intake manifold itself rarely needs replacement unless the runner flaps are physically broken or the manifold is damaged.

Is the PCM likely to be the cause of a P2012 code?

No, PCM failure is very rare for this code. The vast majority of cases are due to a faulty actuator, wiring issues, or mechanical binding. The PCM should only be suspected after all other possibilities have been thoroughly ruled out.

What does 'bank 2' mean in this code?

Bank 2 refers to the side of the engine that does not contain cylinder number one. On V-type engines, it's typically the opposite cylinder head. On inline engines, there may be only one bank, so a bank 2 code could indicate a misconfiguration or a specific runner set if the intake has split plenums.