The Runner Control Guide for the F150 Intake Manifold. Since its debut in 2011, Ford’s 5.0 Coyote V8 engine has consistently ranked among the best small block V8s on the market. It provides excellent performance and dependability, plus it sounds and looks beautiful. Since its introduction, it has been available as an option in the Mustang GT and F150. Depending on the model year, it produces 360-400 horsepower and 380-410 lb-ft of torque in the F150.
The 5.0 Coyote, on the other hand, is far from invincible, and one of the more typical faults is with the Mustang GT and F150 Intake Manifold Runner Control (IMRC). The P2004/5/6/7 DTC codes are frequently thrown by the F150 intake manifold runner control. These issues are not only pricey in general, but also quite serious.
This article will teach you all you need to know about the IMRC difficulties with the Mustang GT and F150. We’ll go over what the IMRC system is, what the DTCs mean, and how to remedy the problem.
What Are the Runner Controls on the 5.0 F150 Intake Manifold?
The issue with the 5.0 F150 intake manifold runner control is related to the advancements made by Ford between the Gen 1 and Gen 2 Coyotes engines. Ford incorporated charge motion control valves (CMCV) when they modified the intake manifolds for the Gen 2s. CMCVs, also called as IMRC in other applications, were used to improve fuel economy while increasing low-end torque.
Without getting too scientific, CMCVs control the amount of air that enters the engine through the manifold. They are valves that sit in the runners of the manifold and open and close to allow or restrict airflow. At full throttle, the valves are entirely open to provide the largest airflow possible. At partial throttle, they are more closed to reduce air volume while increasing airflow velocity.
Each individual runner has one valve, and the four runners on each cylinder bank operate in tandem. They are opened and closed by control rods, which are controlled by actuators. The PCM tells the actuators how much to open or close the valves based on engine demand.
The F150 CMCV and IMRCs can be a little confusing, but they’re the same thing. Ford’s proprietary designation for their specially built IMRC system is CMCV. Because DTC codes use generic terms, the DTCs all say IMRC but refer to Ford’s CMCV system. The terms will be used interchangeably in this tutorial.
5.0 F150 Intake Manifold Runner Control Problems
The biggest difficulty with the F150 intake manifold runner control is that the valves become stuck open or closed. If the CMCV is jammed open, the PCM is unable to control the amount of air entering the engine. This is less of a problem than if the CMCV is stuck closed, because no air can enter the engine. A DTC is displayed if the PCM detects that a CMCV is open and cannot be closed, or vice versa. Typically, just one side would be affected, however there have been instances where both runner banks have blocked valves.
As you may expect, having your IMRCs stuck open or closed has a negative impact on engine performance. If they are jammed open, performance will suffer because the PCM will be unable to obtain appropriate air-to-fuel mixes. If they become locked shut, the engine will be effectively deprived of air. Your vehicle will struggle to maintain idle and accelerate, and it will begin to splutter and feel like it wants to quit. If multiple valves are stuck shut, the car will not start in extreme instances.
DTCs related to the F150 5.0 Intake Manifold Runner Control
Here is a list of all the DTCs associated with the F150 intake manifold runner control:
- IMRC Stuck Open Bank 1 in P2004
- IMRC Stuck Open Bank 2 P2005
- P2006: IMRC Is Stuck With Closed Bank 1
- P2007: IMRC Is Stuck With Closed Bank 2
- IMRC Circuit Open Bank 1 (P2008)
- IMRC Circuit Low Bank 1 (P2009)
- IMRC Circuit High Bank 1 (P2010)
- IMRC Circuit Open Bank 2 (P2011)
- IMRC Circuit Low Bank 2 (P2012)
- IMRC Circuit High Bank 2 (P2013)
- P2014: Bank 1 Intake Manifold Runner Position Sensor/Switch Circuit
- P2015: Sensor for Intake Manifold Runner Position/Switch Circuit Range/Performance Bank 1
- P2016: Low Bank 1 Intake Manifold Runner Position Sensor/Switch Circuit
- P2017: High Bank 1 Intake Manifold Runner Position Sensor/Switch Circuit
- P2018: Interm Bank 1 Intake Manifold Runner Position Sensor/Switch Circuit
- P2019: Bank 2 Intake Manifold Runner Position Sensor/Switch Circuit
- P2020: Sensor for Intake Manifold Runner Position/Switch Circuit Range/Performance Bank 2
- P2021: Low Bank 2 Intake Manifold Runner Position Sensor/Switch Circuit
- P2022: High Bank 2 Intake Manifold Runner Position Sensor/Switch Circuit
- P2023: Interm Bank 2 Intake Manifold Runner Position Sensor/Switch Circuit
Associated F150 5.0 Intake Manifold Runner Control DTCs
Each runner in the IMRC/CMCV system has one valve, and each cylinder bank has its own DTC codes. Looking at the engine from the front, cylinder bank 1 corresponds to the left engine bank. The correct cylinder bank is Cylinder bank 2.
If the PCM detects that one of the bank’s valves is jammed open or closed, P2004/5/6/7 apply. These are the most prevalent DTCs for Mustang GT and F150 intake manifold runner control. If you have an IMRC/CMCV DTC, it’s most likely a P2004/5/6/7.
The remaining P2008-P2023 are associated with the IMRC/CMCV system’s wire harnesses and circuits. If the PCM receives contradictory voltage measurements, it will generate these codes. Many of these codes are caused by dirty valves, broken control rods, and CMCV actuators that have failed.
Symptoms of Ford 5.0 Coyote F150 IMRC Failure
The following are the most prevalent Mustang GT and F150 intake manifold runner control failure symptoms:
- Poor fuel economy in comparison to the norm
- Low-end performance and throttle response are lacking.
- Insufficient or rough idle, or failure to sustain idling
- Inability to start the engine
- The Check Engine Light is activated on the dashboard.
- DTC Codes from P2004 through P2023
Because the CMCV controls how much air the engine can intake, F150 and Mustang GT CMCV failure causes a slew of problems. It’s not as bad if the valve is stuck open, but your engine will struggle to compensate.
More serious problems arise when the valve becomes stuck closed. When the valve is closed, the engine struggles to acquire air, resulting in a harsh idle and poor performance. If several of the runners on both banks are stuck closed, your engine may not even start.
Causes of Ford 5.0 F150 Intake Manifold Runner Control Failure
The following are the most prevalent causes of F150 and Mustang GT intake manifold runner control failure:
- Failure of the IMRC/CMCV solenoid/actuator
- Failure of the IMRC/CMCV wiring harness
- IMRC/CMCV valve plate screws that are loose or broken
- IMRC/CMCV valve plates that have fractured
- Broken control rods at IMRC/CMCV
- IMRC/CMCV sensor/switch failure
Solenoid/actuator failure, wiring harness failure, loose screws, broken valves, and broken control rods are the most prevalent causes of F150 IMRC/CMCV DTCs. Control rods are most likely fractured. The control rods open and close the valves and are incorporated into the runners, so they cannot be replaced independently. Unless the problem is caused by loose screws, you will most likely need to replace the complete IMRC system.
Severity of 5.0 Coyote F150 IMRC DTC
Severity: High – Repair Immediately
As you may expect, having your IMRCs stuck open or closed has a negative impact on engine performance. As a result, it’s critical that you resolve the DTC as soon as feasible. Otherwise, your car or truck may leave you stranded.
How to Diagnose IMRC Failure in a Ford F150 5.0 Coyote
The steps for diagnosing F150 and Mustang GT IMRC failure are as follows:
- Step 1: Using an OBD II code reading equipment, confirm the right DTC. The IMRC/CMCV codes given above range from P2004 to P2023.
- Step 2: Examine the IMRC/CMCV wiring harness visually. If necessary, repair or replace.
- Step 3: Visually inspect the IMRC/CMCV actuator/solenoid for damage.
- Step 4: Check the solenoid/actuator function with a scan tool. If there is no response, the actuator is broken.
- Step 5: Inspect the control rod linkage between the manifold and the actuator/solenoid; this will necessitate the removal of the manifold.
- Inspect valves for corrosion and carbon accumulation in step 6.
Following these steps, you should be able to narrow down the problem to the wiring harness, actuator, sensor/switch, or control rods. As previously indicated, broken control rods are by far the most common cause of IMRC/CMCV DTCs. However, faulty actuators are not an uncommon problem.
If the issue is with the wire harness, it is a reasonably simple fix. However, because actuators and control rods cannot be removed and replaced, they will almost certainly necessitate a new manifold.
Common Errors in 5.0 F150 IMRC Failure Diagnosis
The following are the most typical errors made when diagnosing IMRC/CMCV failure:
- Failure to confirm an IMRC/CMCV DTC
- Failure to examine the wiring harness
- Inadequate inspection and testing of actuators
- Inadequate inspection of control rod linkage
The most typical error is failing to follow all of the steps given in the previous section for diagnosing the problem. Follow each step to ensure the correct DTC is present and that all parts are visually inspected. You don’t want to buy a completely new manifold if only the wiring harness needs to be replaced.
Related : The FAQ for the 5.0 Coyote Engine
How to Restore F150 5.0 Intake Manifold Runner Control
The solution to the F150 intake manifold runner control issues is pretty straightforward. You should be able to narrow down which component is defective after going through the above diagnosis checklist. Unfortunately, the majority of the IMRC/CMCV components are all part of the same puzzle. This means that for most IMRC issues, the complete intake manifold must be replaced.
One option is to find an intake manifold from the same generation for a direct exchange. If your vehicle has a Gen 2 engine, you can also switch to a newer generation of Coyote intake manifolds. Another solution is to replace the intake manifold with an aftermarket one. If you want to go that route, check out our 5.0 Coyote intake manifold guide.
Failure Diagnosis and Repair Costs for the 5.0 Coyote F150 IMRC
Unfortunately, replacing the intake manifold due to IMRC issues is quite expensive. After all is said and done, you can expect it to cost more than $1,000 in labor and parts. Ford has done a fantastic job of resolving these issues under their powertrain warranty in general. However, if it occurs outside of the warranty period, be prepared to pay.
Due to the high expense of repairs, many people choose to change to an aftermarket intake manifold. However, keep in mind that any intake manifold swap will necessitate tuning, which can be costly. A new manifold will improve performance, but it will be significantly more expensive than a straight replacement.
Summary of 5.0 Coyote F150 Intake Manifold Runner Control Failure
While Mustang GT and F150 intake manifold runner control issues aren’t common, they do occur on occasion. Normally, you’ll notice a difference in engine performance before receiving the DTC, but this isn’t always the case. The IMRC/CMCV DTCs are quite significant, so if one appears, make sure to address it right once.
