Code
P2010
Generic
P — Powertrain
Intake Manifold Runner Control Circuit High Bank 1
Views:
UK: 40
EN: 87
RU: 66
AI status
Completed
Completed
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Causes
- Damaged, corroded, or loose connector at the IMRC actuator/solenoid
- Open or shorted wiring (short to battery/voltage) in the IMRC circuit
- Failed IMRC actuator/solenoid or internal coil short
- Faulty PCM driver (rare)
- Water intrusion or corrosion in connector or harness
- Related mechanical binding of the intake runner (less common)
Symptoms
- Check Engine Light (MIL) illuminated
- Reduced engine power, hesitation or poor throttle response
- Rough idle or surging at low speed
- Reduced fuel economy
- Possible limp-home mode or reduced performance mode on some vehicles
What to check
- Read and record freeze-frame and live data with a scan tool (IMRC status, commanded state, battery voltage)
- Verify DTCs and note if other intake or throttle codes are present
- Visually inspect IMRC actuator, connector and wiring for damage, corrosion, or water ingress
- Back-probe the IMRC connector while commanded on/off and observe voltage and ground behavior
- Measure coil resistance at the actuator (with connector disconnected) and compare to spec
- Check continuity from the actuator connector to the PCM pin and verify good ground and supply
Signal parameters
- Supply voltage to IMRC harness: nominal battery voltage (~11–14.5 V) present at the supply pin
- Control method: many systems are PCM-grounded or PWM-driven — expected commanded voltage varies (see OEM data)
- Typical IMRC solenoid coil resistance (generic): roughly 10–40 Ω (vehicle-specific; check service spec)
- When PCM commands ON (energize): control circuit should show near 0 V if PCM grounds the circuit, or pulsed voltage if PCM uses PWM; when OFF the control pin should be near battery voltage or open depending on control topology
Diagnostic algorithm
- Connect a capable scan tool, read DTC P2010 and any related codes, record freeze-frame and live data (IMRC command, actual feedback if present).
- Visually inspect the IMRC actuator, vacuum lines (if applicable), connector and wiring on Bank 1 for damage, corrosion or water. Repair obvious issues and retest.
- With ignition off, disconnect the IMRC connector. Measure actuator coil resistance across its terminals and compare to vehicle specification. Replace actuator if resistance is out of spec or shows open/short.
- With connector connected and using back-probing, monitor voltage at the IMRC actuator while commanding ON/OFF from the scanner. Verify expected behavior: supply voltage present, control pin changes as commanded (ground or PWM).
- If circuit reads high (voltage present on control when it should be near ground) or never changes, check continuity between the IMRC connector control pin and the PCM control pin. Also check for short to battery (B+) or poor ground.
- Repair any wiring faults: repair broken wires, replace corroded connectors, secure grounds. If wiring checks good and actuator tests good, suspect PCM driver failure — confirm with manufacturer diagnostics before PCM replacement.
- After repairs, clear codes and perform a test drive to confirm the fault does not return. Verify IMRC operation using live data or an actuator test in the scan tool.
- Safety note: isolate battery power when performing wiring repairs and avoid shorting circuits when probing. Use OEM wiring diagrams and pinouts for accurate checks.
Likely causes
- Broken or disconnected wiring between IMRC and PCM
- Corroded or pushed-out terminal in the connector producing intermittent high voltage reading
- Failed IMRC solenoid coil that presents abnormal resistance or leakage to battery voltage
- Short to B+ in the harness feeding the IMRC actuator
Fault status
Status
ECM detected high voltage/out-of-range condition on Intake Manifold Runner Control circuit — Bank 1 (P2010).
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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