P2107 Code: Throttle Actuator Control Module Processor
The processor supervising the electronic throttle failed its self-check – a computer fault, not a sensor.
Unverified: this manufacturer-specific definition comes from a single source or varies by model. Confirm it with a brand-specific scan tool.
At a glance
Severity: High
- Meaning
- Throttle Actuator Control Module Processor
- System
- Speed & Idle Control · Powertrain
- Safe to drive?
- With caution
- Typical repair cost
- $80–$1,800
- DIY difficulty
- Hard
Electronic throttle systems run a second, independent processor or monitoring core that double-checks the main controller's throttle calculations. P2107 sets when that supervisor detects an internal problem – a memory or arithmetic check that fails, a watchdog timeout, or disagreement between the two processors. On most modern vehicles this monitor lives inside the PCM; some older designs used a separate throttle actuator control module. How the check works and what triggers it varies by manufacturer, and the code is reported most often on Chrysler-group and Ford vehicles. Before condemning the computer, rule out the things that make healthy processors misbehave: low or unstable supply voltage, bad grounds, water intrusion and corrupted software.
Can I keep driving? Expect limp mode with limited throttle, and on some vehicles the engine may stall or refuse to restart. Drive only a short distance to a shop, avoid highways, and tow the car if the engine has already shut down once.
How to read P2107
- P Powertrain
- 2 Generic (SAE)
- 1 Fuel & air metering
- 07 Specific fault
Symptoms
- Reduced power or fixed idle straight after start-up
- Code reappears immediately after clearing (hard internal fault)
- Occasional stalling or no-restart after a hot soak
- Electronic throttle light and check engine light
- Other computer-internal codes such as P0606 stored
- Fault started after a jump start, battery change or welding on the car
Possible causes
Ranked by how often each cause is behind this code (editorial estimate).
- Internal failure of the PCM or throttle control processor
- Supply voltage dips or poor PCM grounds upsetting the self-test
- Corrupted or outdated PCM software
- Voltage spike from jump starting, reversed cables or welding; water in the module
- Shorted sensor reference circuit dragging down module supply
- Aftermarket tuning or an interrupted reflash
Diagnosis step by step
Clear once and watch for immediate return
Record all codes, then clear them and switch the ignition off and on. If P2107 returns before the engine even starts, the fault is present at every self-test; if it takes days to come back, look harder at voltage, grounds and connections.
Tools: OBD-II scanner
Check battery and charging stability
The battery should hold 12.4 V or more at rest and charging voltage should be steady between about 13.5 and 14.7 V. Set the meter to AC volts across the battery with the engine running; more than about 0.5 V AC hints at a failing alternator diode that can confuse module processors.
Tools: Multimeter
Voltage-drop the PCM grounds and feeds
Using the wiring diagram, back-probe the PCM power and ground pins and measure voltage drop to the battery posts while cranking and at idle. Anything above a few tenths of a volt needs cleaning or repair before any module is replaced.
Tools: Multimeter
Inspect the module and its connectors
Look for water marks, green corrosion or melted areas on the PCM housing and connectors. Blocked cowl drains and leaking seals can let water reach modules mounted near the firewall or under the hood.
Tools: Flashlight, Screwdriver
Unplug shared sensors one by one
If a 5-volt reference reads low, disconnect the sensors on it one at a time. A shorted sensor can load the module's regulator enough to trip internal checks, and the code clears once the bad sensor is off.
Tools: Multimeter
Reflash or replace and program
Ask a dealer whether a software update covers P2107 for your vehicle and have it installed if so. If the module must be replaced, it has to be programmed with the vehicle's VIN and immobilizer data – a used unit won't simply plug in.
Tools: OBD-II scanner
Where the parts are
- 1Battery
- 2Alternator
- 3Engine computer (ECM)
- 4CAN bus
- 5Transmission
- 6Wheel speed sensor
- 7High-voltage battery
Repair options & costs
| Repair | DIY? | Estimated cost |
|---|---|---|
| Clean and repair PCM grounds and feeds | No | $80–$250 |
| Replace battery or alternator | No | $150–$900 |
| PCM software reflash | No | $100–$250 |
| Replace and program PCM | No | $700–$1,800 |
Rough US estimates for parts and labor; shop rates vary by region. Not a quote.
Notes by brand
Field data
| Ford | 2 | Escape, Fusion | |
|---|---|---|---|
| Jeep | 2 | Patriot |
Source: NHTSA Complaints API (US government open data), analyzed by DTC mention.
Emissions / smog test impact
Will fail
P2107 keeps the check engine light on and will fail an OBD-based emissions test. After a PCM repair or reflash, the readiness monitors are reset and need several drive cycles before a retest.
Frequently asked questions
Is P2107 always a bad computer?
No. Low voltage, bad grounds and water in connectors can make a healthy processor fail its self-test. Those checks are cheap compared with a new PCM and should come first.
Can a used PCM from a salvage yard fix it?
Only if it is programmed to your vehicle. Modern PCMs store the VIN, immobilizer and calibration data, so a used unit usually needs dealer or specialist programming before the engine will run.
Why did P2107 show up after a jump start?
Voltage spikes from connecting jumper cables or a dying battery can corrupt memory or damage the module's supply circuits. Sometimes a reflash restores it; if the hardware was damaged, the module has to be replaced.