I have this code and P0570 together. Are those two separate faults?

Almost certainly not. On nearly every vehicle resume and accelerate are the same physical rocker, and the module tells them apart by how long you hold it — a tap means resume, a sustained press means accelerate. So a single degraded contact takes out both functions and the module reports both. Look for one problem in one switch element rather than two problems, and be sceptical of any diagnosis that jumps to the control module because two codes appeared.

Holding the button to speed up works, but tapping resume does nothing. Why?

That is the signature of a bouncing contact and it is a genuinely useful observation. When you hold the rocker, an intermittent contact has a long window in which to make a connection somewhere, so the function works. A tap gives it one very brief opportunity, and a worn contact frequently misses it. The mechanism is wear rather than corrosion, which fits, because resume is pressed far more often than anything else on the assembly.

Could resume be failing because there is no speed to resume to?

It is worth ruling out before assuming a fault. Resume needs a stored set speed, and that memory is cleared when the system is switched off, when the ignition is turned off, and on most vehicles when the vehicle drops below a minimum operating speed. If the car has been slowed right down or stopped, or the system has been toggled off and on, there is nothing to return to and the button doing nothing is correct behaviour. Confirm the code is actually stored in the module rather than inferring it from the symptom.

Do I have to replace the whole steering wheel?

Usually not, but it depends on your vehicle. Many manufacturers sell the switch pad as a separate serviceable part for well under $100, and swapping it is a short job. Others bond the switches into a trim assembly or supply them only as part of a larger multi-function unit, which pushes the price considerably higher. Look up the part number for your exact model before assuming either outcome, and remember that if the switches sit on the wheel itself, any repair behind them involves removing the driver airbag.

OBD-II trouble code

P0567: Cruise Control "Resume" Signal

The resume input is faulted. On nearly every vehicle resume and accelerate are two actions on one physical rocker, so this code arriving with P0570 is normally one worn contact rather than two separate faults — and resume is the most-pressed button on the stalk.

Low severityPowertrainCruise ControlDrivable short-term

Quick facts

System: Powertrain
Category: Cruise Control
Severity: Low severity
Drivable: Usually safe to drive short-term
Repair cost range: $0 – $550
DIY difficulty: Intermediate DIY

What does P0567 mean?

P0567 is set when the module receives an invalid resume input. Resume asks cruise control to return to the speed it was last holding, which makes it the recovery function of the system — the one used after slowing for traffic, for a junction or for a hill of other people's making. That role gives this code two characteristics that are worth separating out from the rest of the family.

The first is a wiring fact. On the overwhelming majority of vehicles, resume and accelerate are not separate buttons. They are the same rocker, usually marked something like RES/+ , and the module distinguishes between them by duration: a brief tap means resume, and holding the rocker means accelerate. That single design detail explains a pattern that otherwise looks alarming. When this code appears alongside the accelerate code, the vehicle does not have two independent failures — it has one worn or contaminated contact, and both functions that depend on it have been reported. Treating those as two problems leads people to suspect a module, when the answer is one switch element.

The second characteristic is wear. Resume is, by a wide margin, the most frequently used button in a cruise control assembly. Set is pressed once at the start of a journey; resume is pressed every time traffic opens up again. Over years of commuting that adds up to an actuation count that no other contact in the same assembly comes close to, and mechanical contacts fail as a function of how many times they have been operated. A vehicle with high mileage and a resume-only complaint is very often simply showing that its busiest contact reached the end of its life first. It says nothing about the condition of the other buttons, which may have another decade in them.

The distinction between tap and hold also gives a test that is unusually revealing. A contact that has begun to degrade often still works for a sustained press — you hold it long enough that even an intermittent connection makes at some point during the hold — while failing the brief tap, where there is only one short opportunity to make cleanly. So a driver reporting "holding it to speed up works but tapping to resume does not" has described a bouncing contact quite precisely, and that observation is worth more than any resistance measurement.

One failure direction deserves a caution. A resume signal that is stuck asserted is a standing request to return to a stored speed, and control strategies generally will not tolerate that. Rather than risk acting on it, most modules refuse to arm the system entirely and store the code. The driver then reports that cruise control has stopped working altogether, and the cause is a single contact stuck closed rather than anything broken open.

Common causes

Worn contact in the resume/accelerate rocker, which is the highest-actuation element in the assembly
Contaminated switch pad from spilled liquid, affecting the shared rocker's resistance
Contact bouncing badly enough to fail a brief tap while still passing a sustained hold
Resume input stuck asserted, causing the module to refuse to arm the system
Cracked clockspring ribbon affecting whichever circuits share the damaged section
Open or high resistance in the resume circuit between the switch and the module
Corroded connector at the base of the steering column
Loss of stored set speed from an unrelated fault, mistaken for a resume failure

Symptoms

Cruise control sets normally but will not return to the previous speed after slowing
P0570 stored at the same time, from the same rocker
Holding the rocker to accelerate works, but a brief tap to resume does not
Resume working sometimes and not others, with no pattern related to speed
Cruise control refusing to engage at all, if the resume input is stuck asserted
Vehicle unexpectedly returning to a stale set speed
Function affected by steering wheel position on wheel-mounted controls
Check engine light with the engine running exactly as it always has

Diagnostic steps

1.Note whether P0570 is stored with this one. If both are present, look for a single contact fault rather than two, because on most designs resume and accelerate are the same rocker position distinguished only by how long it is held. Two codes from one switch element is the expected result, not a coincidence.
2.Establish that the system has something to resume to. Resume only means anything if a set speed is stored, and that memory is cleared by switching the system off, by turning the ignition off, and on many vehicles by dropping below a minimum speed. A driver reporting that resume does nothing may be describing correct behaviour, so confirm the code is actually stored rather than assumed.
3.Tap the rocker and then hold it, watching live data for each. A tap should produce a brief clean assertion and a hold should produce a sustained one. A contact that manages the sustained hold but not the brief tap is worn or bouncing, and that asymmetry is the most informative observation available on this circuit.
4.Count actuations when judging wear. Resume is used every time traffic clears, which on a commute is dozens of presses a day, while some buttons in the same assembly may be pressed a handful of times a year. A resume-only fault on a high-mileage vehicle is normal wear on the busiest contact and does not imply anything is wrong with the rest of the assembly.
5.Check whether the input is asserted at rest. A resume signal stuck active is more consequential than most stuck inputs, because it is a request to return to a stored speed. Most control strategies will refuse to arm the system rather than allow that, which produces a completely dead cruise control from a single stuck contact.
6.Rotate the steering wheel through its full travel with the meter connected if the rocker is wheel-mounted. Cracked clockspring conductors produce angle-dependent faults that will not reproduce on a stationary car with the wheel straight, and they affect whichever circuits happen to share the damaged section of ribbon.

Repair cost

$0 – $550

Zero at the bottom because a connector left unlatched after column work costs nothing to correct, and because a contaminated switch pad sometimes recovers once it is properly dried and cleaned. Diagnosis is $80 to $150. A steering wheel switch pad containing the resume rocker is $30 to $250 in parts and half an hour to an hour of labour. If the rocker is part of a combined multi-function assembly rather than a separate pad, the part cost rises toward the top of that range. A clockspring, which is only implicated when several circuits misbehave together or when the fault tracks steering angle, is $150 to $450 fitted.

Estimate your repair

Run the numbers for your vehicle

Open the Repair Cost Estimator with cruise control switch / stalk replacement preselected. Adjust labor rate and vehicle category to fit your situation.

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DIY vs shop

This is an intermediate DIY job. It usually involves diagnostic steps, specialty parts, and some careful work in tight spaces. If you have the tools and a service manual or trustworthy video for your specific vehicle, it is achievable in a weekend. Otherwise, a competent independent shop will be faster.