Intake Manifold Runner Stuck Open
Elder User
Joined: May 2005
Posts: 567
Likes: 1
Be sure to remove the sound deadener insulation between the back of your 4.2L engine & firewall to create a space to see & get your hands into. Even after that the space is tight. I wound up tearing the material.
New User
Joined: Jan 2013
Posts: 9
Likes: 0
i bypassed the 2 coolant hoses and pluged the vacuum hose that goes to the back of the intake manifold. i don't get the code anymore but the truck runs rough and misfires under load. do you think it could be the coil pack. i changed plugs and wires,did a compression and fuel pressure test both came back good. did a spark test came back good but truck runs great when idling and misfires under load
New User
Joined: Jan 2013
Posts: 9
Likes: 0
thanks for the help guys but i still have the problem
the plastic clips on the imrc rods were broken and the flaps on the passenger side wouldn't move
replaced clips and freed up flaps they are openin and closing when i suck or blow on the hose
put it all back together and the truck still runs very rough
could the problem be the selonoid
oh yea its a 98 ford f150 4.2 liter
wow this is so frustrating
the plastic clips on the imrc rods were broken and the flaps on the passenger side wouldn't move
replaced clips and freed up flaps they are openin and closing when i suck or blow on the hose
put it all back together and the truck still runs very rough
could the problem be the selonoid
oh yea its a 98 ford f150 4.2 liter
wow this is so frustrating
New User
Joined: Jan 2013
Posts: 9
Likes: 0
hi guys
its me again
my truck is a 98 ford f150
the truck was running very rough and misfiring
i changed the plugs and wires,fixed the vacuum problem did a compression test and fuel test
the truck runs better but is still hesitant
there is a code 0453 evaporative emissions system sensor switch high input
not sure what to do next
anybody have any ideas
i sure hope someone knows what to do
thank you for any help
its me again
my truck is a 98 ford f150
the truck was running very rough and misfiring
i changed the plugs and wires,fixed the vacuum problem did a compression test and fuel test
the truck runs better but is still hesitant
there is a code 0453 evaporative emissions system sensor switch high input
not sure what to do next
anybody have any ideas
i sure hope someone knows what to do
thank you for any help
New User
Joined: Jan 2013
Posts: 9
Likes: 0
hi guys
if i have a 0453 code (evaporative emissions sensor switch high input ) will this cause my truck to be hesitant on the gas pedal
just fixed imrc problem truck runs much better but still not running right
98 ford f150 4.2 liter
don't have any emission laws here so emissions not a problem but would like to get my truck running proberly
thanks for any help
if i have a 0453 code (evaporative emissions sensor switch high input ) will this cause my truck to be hesitant on the gas pedal
just fixed imrc problem truck runs much better but still not running right
98 ford f150 4.2 liter
don't have any emission laws here so emissions not a problem but would like to get my truck running proberly
thanks for any help
New User
Joined: Jan 2013
Posts: 9
Likes: 0
seems the intake manifold runner control clips on the rod were broken and the flaps were frozen fixed both and code went away
changed plugs and now the truck runs very rough when its cold and runs with a hesitation when warmed up
anyone have any suggestions
and thank you very much for the help on the imrc was very useful
truck is 98 ford f150 4.2 liter
love this site
changed plugs and now the truck runs very rough when its cold and runs with a hesitation when warmed up
anyone have any suggestions
and thank you very much for the help on the imrc was very useful
truck is 98 ford f150 4.2 liter
love this site
1st Gear
Joined: Feb 2025
Posts: 1
Likes: 0
Which side is the #1 side and which is #2, I'm assuming the #1 bank is on the driver's side and which way would be open? The relax position which is to the outside of the engine or the inside position? I've checked the vacuum line at the source there is vacuum there but not at the switch is that right? Does somebody have the answers on this?
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Top 10 Most Expensive Ford Trucks Ever Sold on Bring a Trailer
Joe Kucinski
2027 Ford Super Duty Buyer's Guide (Every Model, Engine, & Package)
Brett Foote
Top 10 Ford Truck Tragedies
Joe Kucinski
AEV FXL Super Duty - the Super Duty Raptor Ford Doesn't Make
Brett Foote
Lobo Vs Lobo: Proof the F-150 Lobo Should Be Even Lower!
Michael S. Palmer
Ford's 2001 Explorer Sportsman Concept Looks For a New Home
Verdad Gallardo
10 Best Ford Truck Engines We Miss the Most!
Joe Kucinski
Fleet Mechanic
Joined: Jul 2019
Posts: 1,316
Likes: 313
You’ll need to do some actual diagnosis.
I’ve been there with that “stuck open” code and eventually the “stuck open” happens due to cylinder blow by. You’re going to be making plans for an engine overhaul or swap at that point.
Also, no need to tag on to a 12-year old dead thread. There is a 97-03 subforum that gets way more traffic where you can post.
I’ve been there with that “stuck open” code and eventually the “stuck open” happens due to cylinder blow by. You’re going to be making plans for an engine overhaul or swap at that point.
Also, no need to tag on to a 12-year old dead thread. There is a 97-03 subforum that gets way more traffic where you can post.
1st Gear
Joined: Apr 2025
Posts: 1
Likes: 0
Vacumm
Ron,
Sorry to hear of your misfortune.
There are, obviously, 2 IMRC's. That is Intake Manifold Runner Control.
One on each side on the very back (firewall end) of the intakes.
I'm not really sure if you can do a quick check to see if one is bad. I believe the signal to each is the same, so if you have enough slack in the wiring harness, you could swap connectores between IMRC and see if the problem changes.
I believe the IMRC are on/off. When the RPM's go above a fixed level (around 2500 I believe) I think the IMRC are "activated". I believe they are not much more than a solenoid that pulls on a cable attached to a butterfly valve assembly; one for each side.
I don't know how accessable the whole set-up is. If you could access the point where the cable attaches to the arm going to the butterfly valves, maybe you could tell if it is stuck. That would be my guess because if the IMRC failed, the butterfly valve would never open.
Make any sense?
Please let us know what you find out.
This is a new one around here. (Congratulations
)
Sorry to hear of your misfortune.
There are, obviously, 2 IMRC's. That is Intake Manifold Runner Control.
One on each side on the very back (firewall end) of the intakes.
I'm not really sure if you can do a quick check to see if one is bad. I believe the signal to each is the same, so if you have enough slack in the wiring harness, you could swap connectores between IMRC and see if the problem changes.
I believe the IMRC are on/off. When the RPM's go above a fixed level (around 2500 I believe) I think the IMRC are "activated". I believe they are not much more than a solenoid that pulls on a cable attached to a butterfly valve assembly; one for each side.
I don't know how accessable the whole set-up is. If you could access the point where the cable attaches to the arm going to the butterfly valves, maybe you could tell if it is stuck. That would be my guess because if the IMRC failed, the butterfly valve would never open.
Make any sense?
Please let us know what you find out.
This is a new one around here. (Congratulations
)
Fleet Mechanic
Joined: Jun 2023
Posts: 1,373
Likes: 383
From: WA
Actually, on later years the butterfly valves are controlled by a single electrical motor attched to both valve shafts by metal rods. On earlier years there is a solenoid that opens to allow engine vacuum to actuate the two shafts.
It's not clear what, exactly, the PCM uses to "decide" to actuate the motor or the solenoid, but it seems to be a combination of intake vacuum or throttle position and RPM. The purpose is to keep air velocity high at low load for better efficiency and cleaner running (keep the injected gasoline suspnded and moving), but allow better air flow at high load.
Also not clear how the PCM knows that they're stuck, especially on the vacuum-operated early years. If anybody knows specifics, that would be cool to share.
It's not clear what, exactly, the PCM uses to "decide" to actuate the motor or the solenoid, but it seems to be a combination of intake vacuum or throttle position and RPM. The purpose is to keep air velocity high at low load for better efficiency and cleaner running (keep the injected gasoline suspnded and moving), but allow better air flow at high load.
Also not clear how the PCM knows that they're stuck, especially on the vacuum-operated early years. If anybody knows specifics, that would be cool to share.
Thread
Thread Starter
Forum
Replies
Last Post
ojai150
2004 - 2008 F150
3
Oct 22, 2015 11:59 PM
trekalltop
1983 - 2012 Ranger & B-Series
11
Apr 19, 2013 09:18 AM
