P2015 on 2007-2010 Chrysler Sebring 2.4L: Intake Manifold Runner Fault Causes & Fixes

What's Unique About the 2007-2010 Chrysler Sebring

The 2.4L 'World Engine' used in the Sebring and its platform-mates (Dodge Avenger/Caliber, Jeep Compass/Patriot) is notorious for this specific failure. Unlike many other vehicles where P2015 might be a simple sensor issue, on this platform it's almost always a mechanical failure. The plastic intake manifold's internal flaps and, more critically, the plastic bushings and linkage that move them, become brittle from heat cycles and get gummed up with carbon and oil from the PCV system. This causes them to bind, stick, or break, which then triggers the 'performance' code from the sensor that can no longer see the expected movement.

Symptoms You May Notice

• Check Engine Light illuminated
• Rough or unstable idle
• Reduced engine power and acceleration
• Poor fuel economy
• Hesitation during acceleration
• Flashing red 'lightning bolt' (Electronic Throttle Control) light in some cases

Most Likely Causes

1. Failed Intake Manifold Assembly (Stuck/Binding Runner Flaps) 🔴 High Probability → Shop Engine Intake Manifold The 2.4L World Engine's plastic intake manifold is highly susceptible to internal carbon and oil buildup from the PCV system, which causes the runner flaps to become sticky and seize. The plastic linkage and bushings also become brittle over time and break.
   How to confirm: Remove the IMRC actuator motor (typically held by three screws). Using a small tool, attempt to manually move the flap linkage 🎬 See how to test and fix the runner linkage where the actuator engages. If the linkage is very stiff, gritty, or completely stuck, the manifold has failed internally. This is the definitive test.
   Typical fix: Replacement of the entire intake manifold assembly is the only reliable, long-term repair. 🎬 Watch this step-by-step intake manifold replacement walkthrough
   Est. part cost: $150-$450
2. Failed Intake Manifold Runner Control (IMRC) Actuator 🟡 Medium Probability → Shop Engine Intake Manifold The actuator motor often fails as a secondary result of the primary problem. It burns out from the strain of trying to move the stuck or binding runner flaps inside the manifold.
   How to confirm: After confirming the manifold flaps move freely (the critical first step), you can test the actuator. Use a scan tool to command the actuator on and off while observing its movement. A more advanced method involves checking for 5V reference, ground, and signal at the connector with a multimeter.
   Typical fix: Replace the IMRC actuator. However, this should only be done after confirming the intake manifold flaps are not the root cause.
   Est. part cost: $50-$100

Rare But Worth Checking

• Wiring or Connector Issue: Corrosion on the IMRC actuator connector pins can cause an open or shorted circuit, leading to this code. Always inspect the connector for damage or green/white corrosion before replacing parts.
• Aftermarket Intake Manifold Repair Kit Failure: → Shop Engine Intake Manifold Some companies, like Dorman, offer an aluminum repair kit (615-905) for the external linkage. However, this only fixes one possible failure point and does not address the more common internal flap binding issue. Reviews for these kits are mixed, with some users reporting fitment issues.

Diagnosis Steps

1. Scan the vehicle for OBD-II codes. Confirm P2015 is present, and note any other related codes like P2004, P2006, or P2017.
2. Perform the critical diagnostic test: Locate and remove the IMRC actuator from the side of the intake manifold. It is typically held on by three screws.
3. Manually test the intake runner flap linkage. Attempt to move the small lever/D-shaped input on the manifold where the actuator was connected. It should move smoothly with minimal resistance through its full range of motion.
4. If the linkage is stuck, stiff, or gritty, the intake manifold has failed and must be replaced. This is the most likely outcome.
5. If the linkage moves freely, the problem is likely the IMRC actuator itself or the wiring.
6. Inspect the actuator's electrical connector and wiring harness for any signs of damage, corrosion, or loose pins.
7. If wiring is okay and the manifold linkage is free, the IMRC actuator is the most probable failed component.

Parts You'll Likely Need

• Intake Manifold Assembly (OEM #4884495AK) — This is the most common failure. The internal plastic flaps and linkage fail, requiring replacement of the entire assembly. The OEM part has been revised multiple times, with 4884495AK being the latest version, superseding parts like 4884495AD, 4884495AH, 4884495AI, and 4884495AJ.
  Trusted brands: Mopar (OEM), Dorman, SKP, TRQ
  OEM price range: $480-$570
  Aftermarket price range: $150-$400

Related Codes That Often Appear With This One

• P2004 — This code for 'Intake Manifold Runner Control Stuck Open' often appears with P2015 because the underlying mechanical failure (stuck flaps) causes both codes.
• P2006 — This code for 'Intake Manifold Runner Control Stuck Closed' can also be triggered by the same binding flap issue that causes P2015.
• P2017 — This code for 'Intake Manifold Runner Position Sensor/Switch Circuit High' points to the same system and can be triggered by a failing actuator or the mechanical binding that also causes P2015.

Technical Service Bulletins (TSBs) & Recalls

• While no TSB directly addresses the P2015 code, a highly relevant TSB for platform-mates is 23-007-17 REV. B, which details a warranty extension for front and rear crossmember corrosion on Dodge Caliber and Jeep Compass/Patriot. Sebring owners should be aware of this severe rust issue, even if not covered by the same TSB.

Platform-Specific Known Issues

• The 2.4L World Engine platform is widely known for premature failure of the plastic intake manifold due to carbon buildup causing the runner flaps to bind. This is not an isolated issue but a common problem across all vehicles using this engine and intake design.

Mechanic-Grade Diagnostic Values

• IMRC Position Sensor Live Data Voltage (Scan Tool) — expected: A smooth sweep from approximately 1.2V-1.7V at idle (flaps closed) to 3.8V-4.5V above 3000 RPM (flaps open).. Failure: Voltage is stuck at a specific value, is erratic, or does not change with engine RPM.
• IMRC Actuator/Motor Internal Resistance — expected: Approximately 12.0-12.8 Ohms between the two motor pins.. Failure: A multimeter reading of 'OL' (Over Limit) indicates an open circuit (broken internal coil), while a reading near zero Ohms indicates a short circuit.
• IMRC Actuator Connector - Sensor 5V Reference — expected: 5.0 volts on the Yellow/Pink wire with key on, engine off.. Failure: Significantly lower or no voltage points to a PCM or wiring harness issue, not the actuator itself.
• IMRC Actuator Connector - Sensor Ground — expected: Less than 50 mV on the Dark Blue/Dark Green wire.. Failure: Higher voltage indicates a poor ground connection, which can cause incorrect sensor readings.

Scan Tool Commands That Help

• Professional Bidirectional Scan Tool (e.g., Witech, Autel, Snap-on): IMRC Actuator Active Test / Bidirectional Control — Use this after confirming the runner flap linkage moves freely by hand. Command the actuator to open and close while it's connected. If you hear the motor working but the linkage doesn't move (or vice-versa), it helps isolate the fault between the motor and the manifold's internal mechanism.

Wiring & Ground Locations

• IMRC Actuator Connector — On the IMRC actuator motor, located on the driver's side of the plastic intake manifold.. This 5-pin connector is the central point for all electrical testing. Pinout is likely: Pin 1 (YEL/PNK): 5V Reference, Pin 2 (DK BLU/DK GRN): Sensor Ground, Pin 3 (YEL/DK BLU): Signal, Pin 4 (BRN/VIO): Motor Power, Pin 5 (BLK/WHT): Motor Ground.
• G102 — At the top of the right (passenger side) shock tower in the engine compartment.. This is a primary ground point for the Totally Integrated Power Module (TIPM), which controls power to many engine components. A corroded or loose connection here can cause a wide range of intermittent electrical issues.
• G111 — On the top of the left (driver side) shock tower in the engine compartment.. This is another critical ground point for the TIPM and A/C compressor solenoid. Poor grounding can affect sensor and actuator performance across the engine.

Real Owner Repair Stories

• YouTube video from channel 'fordtechmakuloco' (title: 2007-2010 2.4L Jeep Patriot P2004-P2017 fix) (Jeep Patriot with 2.4L World Engine (direct platform-mate)) — Check Engine Light with codes P2004 and P2017.
  ❌ Tried (didn't work) The technician initially installed a new Dorman-brand IMRC actuator. After clearing the codes, the light did not immediately return, but he suspected the part was faulty.
  ✅ What actually fixed it The technician demonstrated that the brand new Dorman actuator's linkage could be turned by hand and would not spring back to its home position. He compared it to another new Dorman part, which correctly snapped back. The first new part was defective out of the box. This highlights the importance of bench-testing even new parts; the actuator shaft should have spring tension and return to a default position when turned.

OEM Part Supersession History

• 4884495AD, 4884495AE, 4884495AF, 4884495AG, 4884495AH, 4884495AI, 4884495AJ → 4884495AK — The numerous part number revisions strongly suggest that Mopar made iterative design or material changes to the intake manifold assembly to address the widespread problem of the internal runner flaps binding or breaking.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Front Subframe Corrosion/Rust 🔴 High — Very common on vehicles in the 'salt belt'. Can become a safety issue if the lower control arm attachment point is compromised. Owners report severe rust-through with low mileage. (Ref: Chrysler issued a warranty extension (X69) for some platform-mates (Caliber, Compass, Patriot) to 10 years, but the Sebring/Avenger were often excluded, causing owner complaints. TSB 23-007-17 REV. B covers this for other models.)
• Electronic Throttle Body (ETB) Failure 🟠 Medium — A frequent cause of the 'flashing red lightning bolt' light, limp mode, and stalling. The internal electronics fail, not typically due to dirt.
• TIPM (Totally Integrated Power Module) Failure 🟠 Medium — Shared with many Chrysler products of the era, a failing TIPM can cause a wide range of bizarre electrical issues, including no-start conditions, fuel pump problems, and random accessory activation.
• 4-Speed Automatic Transmission (41TE) Issues 🟡 Low — While not as unreliable as other Chrysler transmissions, the 4-speed automatic can have issues with harsh shifting or solenoid pack failures as the vehicle ages.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: For this specific repair, buying a used intake manifold is strongly discouraged. The failure is due to a design flaw and material degradation over time (heat cycles, oil/carbon buildup). A used part is highly likely to have the same internal wear and will probably fail soon, if it hasn't already.

Donor-vehicle mileage cap: roughly under 30000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• If you must consider a used part, it should be from a very low-mileage vehicle.
• Before purchase, you MUST be able to access the runner flap linkage (where the actuator mounts) and manually test it. It must move smoothly with no binding, grittiness, or excessive play.
• Visually inspect the inside of the manifold ports for heavy carbon or oil sludge. Any significant buildup is a red flag.

OEM-only on this vehicle (don't cheap out):

• While not strictly 'OEM-only', purchasing the latest revision of the OEM Mopar manifold (4884495AK) is the safest bet, as it theoretically includes the most recent design improvements to address the flaw.

Aftermarket brands forum-validated for this vehicle:

• Dorman, SKP, and TRQ are common aftermarket suppliers. However, be aware of potential quality control issues. As one repair story shows, it is possible to get a defective part out of the box.
• Always bench-test an aftermarket actuator before installation: the linkage arm should have spring tension and snap back to a home position when moved by hand.

Brands owners have reported issues with on this vehicle:

• Avoid generic, no-name brands from online marketplaces, as quality control is often nonexistent.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P2004 — Often appears with P2015 when the intake manifold runner flaps are stuck in the open position due to carbon buildup.
• P2006 — A companion code that indicates the intake manifold runner flaps are stuck in the closed position, sharing the same root cause as P2015.
• P2017 — Indicates a high circuit condition for the intake manifold runner position sensor, frequently triggered by a binding manifold or a failed IMRC actuator.
• P0335 — Crankshaft Position Sensor circuit malfunction; reported by owners alongside P2015 during complex drivability issues, though it has a different failure mode.

Frequently Asked Questions