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P2013 — Intake Manifold Runner Control Circuit High Bank 2

Manufacturer-specificPowertrain (engine & transmission)

Code P2013 indicates that the engine control module has detected a voltage reading on the Bank 2 intake manifold runner control circuit that exceeds the calibrated threshold. This typically signifies an open circuit, a short to voltage, or a faulty actuator solenoid on the side of the engine opposite cylinder number one. The code sets when the expected low-side driver voltage is not present during operation or testing.

Symptoms

What causes it — most likely first

1. Faulty IMRC solenoid/actuator (Bank 2)

The electromagnetic winding inside the runner control solenoid may be open, shorted, or internally damaged, preventing proper current draw and causing the circuit voltage to remain high.

2. Open or shorted control circuit wiring

The wire harness connecting the PCM to the Bank 2 runner control solenoid may have an open circuit, or the signal wire may be shorted to voltage or adjacent power feeds due to chafing, pinching, or rodent damage.

3. Corroded or damaged electrical connector

Moisture intrusion or oxidation within the solenoid's electrical connector can increase resistance or create an open circuit, leading to a high voltage reading at the PCM monitor.

4. Mechanical binding of intake runner flaps

Carbon buildup or physical damage causing the intake manifold runner valves to seize can overload or damage the actuator, potentially altering circuit resistance and triggering the fault.

5. PCM driver failure (rare)

In uncommon cases, the low-side driver inside the engine control module may fail to ground the circuit properly, though this should only be considered after verifying wiring and actuator integrity.

How it's diagnosed

  1. Visually inspect the Bank 2 IMRC electrical connector and wiring for corrosion, bent pins, or insulation damage
  2. Disconnect the solenoid and measure its coil resistance; compare to manufacturer specifications and replace if open or out of range
  3. With the solenoid disconnected, use a multimeter to check the control circuit for continuity to the PCM and verify it is not shorted to voltage or ground
  4. Command the IMRC solenoid on using a bidirectional scan tool while monitoring current draw or listening for activation to confirm mechanical operation
  5. Inspect the intake manifold runner flaps for carbon buildup or seizure that could cause mechanical overload
  6. If all components test correctly, evaluate the PCM output signal and ground driver; replace the PCM only if confirmed faulty

Code facts & related codes

SystemPowertrain (engine & transmission)
StandardizationManufacturer-specific (P1/B1/C1/U1)
Related codesP2010 — Intake Manifold Runner Control CircuitP2011 — Intake Manifold Runner Control CircuitP2012 — 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 code P2013?

Short trips are generally possible, but performance may suffer and the engine could stall; prolonged operation risks catalyst damage if the air-fuel ratio is affected, so repair should be scheduled promptly.

Is it safe to replace the engine computer (PCM) to fix this code?

No, that is usually incorrect. The fault almost always lies with the solenoid, wiring, or connector; PCM failure is rare and should only be considered after exhaustive testing proves the circuit and component are sound.

Which side of the engine is Bank 2?

Bank 2 is the cylinder bank opposite Bank 1; on most V-configured engines, Bank 1 contains cylinder number one, making Bank 2 the opposite head. Consult a service manual for your specific engine layout if uncertain.

Will this code clear itself?

If the fault was intermittent (such as moisture in a connector), the code may clear after several successful driving cycles, but persistent mechanical or electrical failures will require repair before the light stays off.