Carbon buildup or sludge on the intake manifold runner flaps causing them to stick open; Failed or disconnected intake manifold runner control actuator (vacuum or electric motor); Broken or disconnected linkage between the actuator and the runner flaps; Damaged or leaking vacuum supply hose to the actuator (on vacuum-operated systems); Faulty intake manifold runner position sensor or a wiring issue in its circuit; Corroded or damaged electrical connector at the actuator or sensor; Rarely, a mechanical failure inside the intake manifold such as a broken flap shaft

DTC codes / P20xx · Fuel and air metering and auxiliary emission controls / P2005

P2005Intake Manifold Runner Control Stuck Open (Bank 2)

Q: What does code P2005 mean?

Intake Manifold Runner Control Stuck Open (Bank 2). P2005 indicates that the powertrain control module has detected a fault in the intake manifold runner control system for bank 2, specifically that the runner flaps are stuck in the open position when they should be closed or modulating. The computer commands the actuator to move the flaps and then monitors the position sensor or expected airflow change, and it sets this code when the response does not match the commanded state.

P2005 indicates that the powertrain control module has detected a fault in the intake manifold runner control system for bank 2, specifically that the runner flaps are stuck in the open position when they should be closed or modulating. The computer commands the actuator to move the flaps and then monitors the position sensor or expected airflow change, and it sets this code when the response does not match the commanded state.

SystemPowertrain

Code typeGeneric (all makes)

SeverityMedium

Fix difficultyIntermediate

AreaFuel and air metering and auxiliary emission controls

Symptoms you may notice

Illumination of the check engine light, often with no other noticeable symptoms
Rough or unstable idle, especially when the engine is cold
Reduced low-end torque and sluggish acceleration from a stop
Poor fuel economy during city driving or light-load conditions
Occasional hesitation or stumble on light acceleration
In some cases, a slight whistling or rattling noise from the intake manifold area

Common causes, most likely first

Carbon buildup or sludge on the intake manifold runner flaps causing them to stick open
Failed or disconnected intake manifold runner control actuator (vacuum or electric motor)
Broken or disconnected linkage between the actuator and the runner flaps
Damaged or leaking vacuum supply hose to the actuator (on vacuum-operated systems)
Faulty intake manifold runner position sensor or a wiring issue in its circuit
Corroded or damaged electrical connector at the actuator or sensor
Rarely, a mechanical failure inside the intake manifold such as a broken flap shaft

How to diagnose and fix it

Connect a scan tool and command the runner control actuator through its full range while watching the position sensor data to confirm the flaps move freely or stick
Visually inspect the actuator linkage, vacuum hoses, and electrical connectors for obvious damage, disconnection, or leaks
Remove the intake manifold or runner control module and clean the flaps and bore with intake-safe carbon cleaner to free any sticking
Test the actuator with a hand vacuum pump or direct power to verify it extends and retracts smoothly
Check the position sensor signal voltage with a multimeter while moving the flaps by hand to rule out a dead spot or wiring fault
Replace the actuator, linkage, or sensor as needed if cleaning does not resolve the sticking condition
Clear the code and perform a drive cycle to verify the repair and confirm the monitor runs without resetting the fault

Carbon sticking is the usual culprit

On many engines, the runner flaps accumulate carbon and begin to stick open long before the actuator fails, so cleaning the intake tract often fixes the code without any new parts.
A vacuum-operated actuator can appear fine at idle but leak only when the engine is under load, so always test the vacuum supply with a gauge while revving the engine.
The position sensor circuit is a common misdiagnosis trap: a chafed wire or corroded connector can mimic a stuck actuator, so check voltage drops and grounds before condemning the actuator.
This code does not always mean the flaps are physically stuck open; a faulty actuator that fails to return to the closed position will set the same code because the computer only sees the final position.
Bank 2 refers to the side of the engine that does not contain cylinder number one, so on V6 and V8 engines confirm you are working on the correct bank before ordering parts.

Can I keep driving with P2005?

You can usually continue driving with this code because the engine remains driveable, but expect reduced low-end power and slightly worse fuel economy. Avoid heavy towing or aggressive acceleration until the fault is repaired, and address it promptly to prevent carbon buildup from worsening or damaging the actuator.

Tools that help

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Guidance is general and written for all OBD-II vehicles. Exact tests and values vary by model, so confirm the fault before replacing parts.