I have both P2004 and P2005. Do I need two actuators?

Probably not. Two actuators failing at the same moment is unlikely; one shared component failing and taking both banks with it is the ordinary explanation. Test the common control solenoid, the shared vacuum supply and the module's output feed before ordering a pair of parts. If the shared items are good and both banks genuinely will not move, then look at age and mileage, because matched-pair wear is possible on a high-mileage engine.

Which side of the engine is Bank 2?

It is whichever bank does not contain cylinder number 1, and that varies by manufacturer and by engine family. Two vehicles in the same parking lot with the same layout can number their cylinders differently. Look up the cylinder numbering for the specific engine rather than guessing, because on a transverse V engine getting it wrong means dismantling the wrong, harder side.

Why does only one bank being stuck cause a fuel trim problem?

The two banks are now producing different charge motion, so they burn slightly differently and their oxygen sensors report different mixtures. The module trims each bank separately, so the correction shows up as a spread between Bank 1 and Bank 2 trims. That spread is a useful confirmation, but it also means you may see a lean or rich bank code stored alongside this one — treat those as consequences, not as separate faults.

Can I just leave the flaps disconnected?

Blanking or disconnecting the system leaves the flaps in the open position permanently, which is exactly the condition the code is reporting, so the light stays on and the low-end torque loss stays with it. It also removes charge motion the engine's cold-start emissions strategy assumes it has. It is not a repair, and it will not pass an inspection anywhere the check engine light is checked.

OBD-II trouble code

P2005: Intake Manifold Runner Control Stuck Open (Bank 2)

The runner flaps serving Bank 2 will not move to their commanded closed position. Because a Bank 2 code only exists on a V-configuration engine, there is a second, identical assembly on the other side to compare it against.

Medium severityPowertrainAir Intake / Manifold ControlDrivable short-term

Quick facts

System: Powertrain
Category: Air Intake / Manifold Control
Severity: Medium severity
Drivable: Usually safe to drive short-term
Repair cost range: $180 – $1,400
DIY difficulty: Intermediate DIY

What does P2005 mean?

The existence of this code tells you something about the engine before you open the hood. A bank 2 designation only appears where there are two cylinder banks, which means a V6, V8, V10 or flat engine, which in turn means the runner control hardware exists twice. Two actuators, two linkages, two position sensors, two sets of flaps — and, critically, one module commanding both of them to the same place at the same instant.

That duplication is the single most useful thing about diagnosing P2005, and it is a tool the Bank 1 code cannot offer on an inline engine. Both banks receive the same command on the same schedule. Put commanded and actual runner position for both banks side by side in live data, snap the throttle, and the split is unambiguous: if Bank 1 tracks its command and Bank 2 does not, the module and its logic are fine and the fault is physically on the Bank 2 side. If neither bank moves, stop looking at actuators and start looking at what the two banks share — a common vacuum supply, a single control solenoid feeding both cans, a shared fused feed, or the module output driver itself.

That shared-cause logic matters because P2004 and P2005 arriving together is common, and two independently failed actuators is a much less likely explanation than one failed thing upstream of both. Read the pairing before you price the parts.

The second thing worth settling early is which physical side of the engine you are being sent to. Bank 2 is simply the bank that does not contain cylinder number 1, and there is no universal convention across manufacturers for where cylinder 1 sits. On a transversely mounted V6 one bank faces the radiator and the other is jammed against the firewall, and the same actuator that is a forty-minute job on the accessible side can require plenum removal on the other. Confirm the bank against the engine's own cylinder numbering before quoting the work or ordering the part.

Common causes

Bank 2 actuator diaphragm or motor failed while the Bank 1 unit is still healthy
Cracked or disconnected vacuum hose on the Bank 2 branch of a shared vacuum circuit
Shared runner control solenoid failing, which typically sets P2004 alongside this code
Linkage rod or plastic ball socket detached on the Bank 2 assembly
Bank 2 position sensor reporting a stuck value while the flaps are actually moving
Connector on the buried bank disturbed or left unlatched after previous work in that area
Runner shaft binding in its bushings on the Bank 2 manifold half

Symptoms

Check engine light on
Reduced torque at low engine speed, often milder than a both-banks failure
Slightly uneven running at idle as one bank produces a different charge motion than the other
Bank 2 long-term fuel trim drifting away from Bank 1 on a scan tool
Cold-start roughness that clears once the engine warms
Normal power at higher engine speeds

Diagnostic steps

1.Confirm which physical bank is Bank 2 on this specific engine by locating cylinder number 1 from the firing order or a service diagram. Do not assume front or rear.
2.Display commanded and actual runner position for both banks simultaneously and snap the throttle. A one-bank split points at that bank's hardware; a both-bank failure points at shared supply.
3.If P2004 is also stored, test the shared items first: the control solenoid, the vacuum tee and the common feed. Two simultaneously failed actuators is the least likely explanation for a matched pair of codes.
4.Swap the vacuum lines between the two actuators. If the fault follows the hose to the other bank, the problem is in the supply; if it stays with Bank 2, the actuator or linkage is at fault. This test is only available because a second identical unit exists.
5.Move the Bank 2 linkage by hand through its full travel to separate a seized shaft from a dead actuator.
6.Compare the two position sensor voltages at rest. Both banks sit at the same mechanical position with the engine off, so the two sensors should read closely together. A sensor that disagrees with its twin at rest is the liar.
7.Before removing anything on a buried bank, verify the diagnosis twice. The labour on the inaccessible side is often several times the cost of the part.

Repair cost

$180 – $1,400

Costs track the accessibility of the bank far more than the part. The same actuator that runs $200 to $450 installed on the accessible side of a transverse V6 can push past $700 once plenum removal is involved. If the runners are integral to that half of the manifold, budget $800 to $1,400.

Estimate your repair

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Open the Repair Cost Estimator with intake manifold runner control actuator 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.