OBD-II code family
Throttle Actuator Motor and Management Faults (14 codes)
14 related fault descriptions. Use each full code and the exact vehicle service information to identify its circuit, monitored condition, and required tests.
Codes in this family
This is the complete published member list for this guide. Each code retains its own page; shared diagnostic context does not mean that every member has the same test or repair.
- P2100Throttle Actuator 'A' Control Motor Circuit/Open
- P2101Throttle Actuator 'A' Control Motor Circuit Range/Performance
- P2102Throttle Actuator 'A' Control Motor Circuit Low
- P2103Throttle Actuator 'A' Control Motor Circuit High
- P2104Throttle Actuator Control System - Forced Idle
- P2105Throttle Actuator Control System - Forced Engine Shutdown
- P2106Throttle Actuator Control System - Forced Limited Power
- P2107Throttle Actuator Control Module Processor
- P2108Throttle Actuator Control Module Performance
- P2110Throttle Actuator Control System - Forced Limited RPM
- P2111Throttle Actuator Control System - Stuck Open
- P2112Throttle Actuator Control System - Stuck Closed
- P2118Throttle Actuator Control Motor Current Range/Performance
- P2119Throttle Actuator Control Throttle Body Range/Performance
What these codes mean
These fourteen entries compare distinct parts of throttle control. P2100–P2103 identify motor A circuit/open, range/performance, low and high reports. P2104/P2105/P2106/P2110 identify forced idle, engine shutdown, limited power and limited RPM. P2107/P2108 distinguish processor and module-performance reports. P2111/P2112 identify stuck-open/closed responses; P2118/P2119 identify motor-current and throttle-body range/performance. Every exact member title remains listed.
The full manufacturer code determines the monitor. Ford’s dated 2010 Gen2 summary includes open and short conditions under P2100, while its 2024–2025 summary describes P2101/P2100_95 as a cross-wired motor circuit. Audi’s 3.0L TDI CPNA table separates motor-circuit categories from mechanically stuck-open/closed results. The generic title does not establish a universal one-wire fault, dirt diagnosis or throttle-body replacement rule.
Processor and module-performance descriptions also need the actual control system. Ford’s 2024–2025 cold-start component-monitor example pairs P2107 with P2108_49 for an internal processor or main-CPU communication check. The generic P2107/P2108 categories do not prove that a separate external module or a particular chip has failed. A list of faults inhibiting StopStart is not a substitute for that diagnostic branch.
Management actions must be distinguished from their causes. In Ford’s 2010 summary, Gen2 P2104 can follow loss of two or three pedal inputs and request fixed high idle; P2105 can follow a significant processor or Quizzer-supervision fault. P2106 and P2110 describe different limited-power and limited-RPM strategies with their own triggers. Later Gen3/Gen4 systems use different hardware and management. These codes are not a universal severity ladder or a guarantee about remaining power, restart ability or sensor count.
A current or performance label is not one universal electrical test. Toyota’s cited 1GR-FE procedure, identified as from August 2004, defines its P2118 case as an open ETCS power-source circuit. It directs attention to the actual supply and connection path. That is not proof that every P2118 is excessive motor current or a command to replace the motor, fuse or controller.
A stuck-response or body-performance result likewise needs its matched cause. Ford SSM 50597 describes a freezing-condition case involving P2111/P2112/P2119 on specified 2019–2021 Ranger vehicles built on or before 09-Aug-2021 and 2021 Bronco vehicles with the 2.3L engine. Water or ice in the intake manifold behind the throttle must actually be found before the cited repair. That case does not make ice, deposits, a worn motor or cleaning the explanation for every stuck-response code.
Identify the installed actuator, sensing technology, control system and full code before selecting a test. A designator does not count throttle bodies or define the terminal layout. Preserve the complete scan, event information and actual warnings so the technician can identify the relevant input, output, supply, response or internal-monitor branch.
Have protected circuit, component and management checks performed using the matched procedure. An unplug-and-clear change, a resistance reading or a position lag is not a universal parts verdict. Do not force the plate, probe an energized unidentified circuit, power an exposed motor or clear a fail-safe to create a short testing window. A matched professional procedure remains the technician’s responsibility.
Cleaning, replacement, adaptation and software work have different prerequisites. Perform the demonstrated repair and only the setup and verification specified for it. A generic relearn or road cycle does not establish restored control.
For active shutdown, stalling, unexpected idle or unreliable throttle response, stop safely and arrange recovery. Distinguish a stored historical report from the current operating condition during assessment and follow the vehicle’s actual warnings and owner guidance. The code does not establish the steering or brake-assist design, a safe limp distance or an undamaged engine.
Identify the circuit on your vehicle
Match the full DTC, reporting module, and any failure-type suffix to the service information for your exact year, make, model, engine, and equipment. An identifier alone does not establish installed hardware count, location, connector pinout, or a universal measurement.
Where the manufacturer publishes its own meaning for this code, that is the one to work from — it describes the actual component on your vehicle, which the generic definition cannot. Keep the generic description for what it is good for: it tells you which subject area the standard assigned the code to, which is useful context when the two appear to disagree. If they do disagree, follow the manufacturer.