OBD-II Code P1004: Short Runner Valve Control Performance

What Does P1004 Mean?

P1004 indicates the Powertrain Control Module (PCM) detected a malfunction in the Short Runner Valve (SRV) system. The SRV uses flaps inside the intake manifold to alter the air's path, optimizing torque at low speeds and horsepower at high speeds. The code triggers when the valve fails to reach the commanded position within a specific timeframe, usually determined by an out-of-range duty cycle feedback signal.

Technical definition: P1004 is a manufacturer-specific Diagnostic Trouble Code (DTC) defined as 'Short Runner Valve (SRV) Control Performance'. The PCM monitors the SRV circuit's Pulse Width Modulated (PWM) feedback signal. If the duty cycle falls outside the calibrated range (e.g., >85% or <75% when de-energized) for a set duration, the PCM sets this code, indicating the valve is physically stuck or electrically failing.

Can I Drive With P1004?

Yes, But With Caution. Yes, you can drive with this code, but you will experience sluggish acceleration and a 5% to 15% drop in fuel economy. Fix it within a few weeks to prevent severe carbon buildup that forces a $500+ intake manifold replacement. Prolonged erratic engine performance damages the catalytic converter over time, a repair costing up to $2,500.

Common Causes

• Faulty Short Runner Valve (SRV) Actuator/Solenoid (Very Common) — The electric motor or solenoid moving the runner flaps is the most frequent failure point. It wears out, suffers internal electrical faults, or strips its plastic gears.
🎬 See this step-by-step runner valve replacement walkthrough
• Outdated PCM Software (Common) — On many Dodge, Chrysler, and Jeep models, overly sensitive original PCM software sets a false P1004 code. A dealership software update (reflash) is the specified repair.
• Carbon Buildup on Intake Runners (Common) — Carbon and oil deposits accumulate inside the intake manifold, causing the runner flaps to stick or seize. This physically prevents the actuator from moving them.
• Damaged or Stretched Wiring/Connectors (Common) — The SRV actuator wiring harness sits in a high-heat area. Wires become brittle, break, or melt. On some Ram trucks, the factory harness was too short, causing connector stress (TSB TB-18-016-09).
• Broken Internal Intake Manifold Components (Less Common) — The plastic runner flaps or connecting linkage physically break inside the manifold. This causes a rattling noise and disables the system, even with a working actuator.
• Clogged PCV System (Less Common) — A failing Positive Crankcase Ventilation (PCV) valve draws excessive oil into the intake manifold. This oil mixes with carbon to gum up the runner flaps.
• Vacuum Leaks (Rare) — If the SRV system is vacuum-operated, cracked lines or a bad actuator O-ring prevent correct flap movement.
• Faulty Powertrain Control Module (PCM) (Rare) — The PCM itself rarely fails. Consider this only after ruling out wiring, mechanical parts, and software updates.

Symptoms

• Check Engine Light is On — The PCM illuminates the Malfunction Indicator Lamp (MIL) upon detecting the fault.
• Reduced Engine Power and Sluggish Acceleration — The vehicle feels sluggish, especially at higher RPMs, because the intake runners are stuck in the 'long' position.
• Rough or Unstable Idle — If runners stick in the 'short' position, the engine idles roughly or stalls when coming to a stop.
• Decreased Fuel Economy — Inefficient engine operation increases fuel consumption, causing a noticeable drop in MPG.
• Ticking or Clicking Noise from Engine Bay — A ticking sound from the back of the intake manifold indicates the actuator motor struggling against a stuck valve or broken internal linkage.
• Engine Hesitation or Misfire — Incorrect airflow causes engine hesitation during acceleration or misfires under load.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this code.

Common Fixes & Costs

• Replace Short Runner Valve (SRV) Actuator — Parts: $50-$200, Labor: $95-$200, ~1 hr book time (DIY)
• Reprogram/Reflash Powertrain Control Module (PCM) — Parts: $0, Labor: $175-$350, ~1.5 hr book time (Professional)
• Clean Intake Manifold and Runner Flaps — Parts: $20, Labor: $150-$300, ~2.5 hr book time (Intermediate)
• Replace Intake Manifold Assembly — Parts: $250-$700, Labor: $300-$500, ~3.5 hr book time (Intermediate)
• Repair or Replace Wiring Harness/Connector — Parts: $25-$100, Labor: $150-$300, ~2 hr book time (Intermediate)

DIY vs Professional

• Replace Short Runner Valve (SRV) Actuator — Beginner: Yes
  Tools: Basic socket set (8mm, 10mm), ratchet, extensions, flathead screwdriver.
• Clean or Replace Intake Manifold — Beginner: No
  Tools: Extensive socket set, torque wrench, fuel line disconnect tools, gasket scraper, coolant drain pan.
• Repair Wiring Harness — Beginner: No
  Tools: Multimeter, wire strippers, soldering iron, heat shrink tubing, wiring diagrams.
• Reprogram PCM — Beginner: No
  Tools: Dealership-level scan tool (e.g., wiTECH) with a valid subscription.

Used vs. New Parts: Buying Guide

When a used part is worth it: A used OEM SRV actuator from a low-mileage vehicle is a cost-effective option for budget-conscious DIYers, as it is a simple electronic motor.

Donor-vehicle mileage cap: roughly under 80000 miles for the part to have meaningful remaining life.

Donor quality checklist:

• Verify the part number matches exactly, including superseded numbers.
• Visually inspect the connector for corrosion or melted plastic.
• Confirm the donor vehicle had no front-end fire or engine performance issues.

Decision logic:

• If The new aftermarket part costs less than $100 and has a 1-year warranty → Buy new. The small savings on a used part isn't worth the risk of premature failure.
• If The vehicle has over 150k miles and you are performing the labor yourself → A used part from a junkyard for under $50 is a reasonable gamble.
• If The part has a known high failure rate (like the SRV actuator) → Favor a new part with a warranty. The typical lifespan is 50,000 to 100,000 miles.

Warranty tradeoff: Salvage yards offer 30-90 day warranties. New aftermarket parts offer 1-year to lifetime warranties. New OEM parts carry a 1-2 year warranty.

Worst-case if a used part fails: $100-$200 if a used part fails, primarily due to repeated labor costs at a shop.

What Happens If You Wait — Timeline

1. 0-1 month: Check Engine Light illuminates intermittently after hard acceleration. No severe symptoms are noticeable. (MPG impact: 0-5%% · Added cost: $0-$40 in wasted fuel)
2. 1-4 months: Sluggish acceleration becomes apparent at highway speeds. Fuel economy drops noticeably. The engine idles roughly. (MPG impact: 5-10%% · Added cost: $50-$150 in wasted fuel)
3. 4-12 months: Carbon buildup worsens, permanently seizing the runner flaps. This strains and destroys the actuator motor, forcing a full manifold replacement. (MPG impact: 10-15%% · Added cost: $500-$1200 (manifold replacement required))
4. 12+ months: Chronically inefficient airflow and combustion elevate exhaust temperatures, stressing and eventually melting the catalytic converter. (MPG impact: 10-20%% · Added cost: $800-$2500 (catalytic converter failure))

Cost of Not Fixing It

• 0-3 months: Noticeable decrease in fuel economy and sluggish engine performance during acceleration. (Added cost: $50-$150 in wasted fuel)
• 3-12 months: Increased carbon buildup permanently seizes the runner flaps, turning a simple actuator replacement into an expensive intake manifold replacement. (Added cost: $500-$1200)
• 12+ months: Inefficient combustion overheats the catalytic converter, melting its internal substrate and causing catastrophic failure. (Added cost: $800-$2500)

Diagnosis Steps

1. Check for Technical Service Bulletins (TSBs)
   For Chrysler, Dodge, and Jeep vehicles, check for a TSB first. A known software issue requires a PCM reflash at a dealership, saving you from replacing parts unnecessarily.
   Tools: Smartphone or Computer
2. Check for Sticking Runner Flaps (Manual Test)
   Remove the SRV actuator (usually held by a few 10mm bolts) to expose the flap linkage. Move the linkage by hand. It must move smoothly with spring resistance. If it is stiff, gritty, or rattles, the manifold is clogged or broken and requires replacement.
   Tools: 10mm Socket, Ratchet
3. Listen to the Actuator (Key-On Self-Test)
   With the engine off, turn the ignition key to 'On'. Listen closely to the SRV actuator. You should hear a brief buzzing or whirring sound. If you hear nothing or repeated clicking, the actuator is faulty or lacks power.
   Tools: Helper (optional)
4. Visually Inspect the Wiring and Connector
   Inspect the wiring harness leading to the SRV actuator for melting, chafing, or broken wires. Unplug the connector and check for corrosion. On Ram trucks, check for extreme tension on the harness.
   Tools: Flashlight
5. [PRO TIP] Test the Actuator Directly with a Power Probe
   If the wiring is intact and flaps move freely, test the actuator. Apply power and ground directly to the motor pins. On Chrysler connectors (lock tab up), the left pin is ground and the right is power. The arm must move smoothly; if not, the actuator failed internally.
   Tools: Power Probe or Jumper Wires
6. [PRO TIP] Test the Actuator Circuit with a Multimeter
   Check for power and ground at the SRV connector with the ignition on. You should have a 5-volt reference or 12-volt feed and a solid ground. A healthy PWM signal wire shows fluctuating voltage when commanded by a scan tool.
   Tools: Digital Multimeter (DMM)
7. Check Position Sensor Feedback with a Scan Tool
   Command the valve open and closed using a scan tool. If the commanded state changes but the actual state does not, it confirms a performance fault. An illogical value (e.g., stuck at 0% or 99%) points to a faulty internal position sensor.
   Tools: Bi-directional Scan Tool
8. Inspect for Related Component Failures
   If a new actuator fails quickly, check the PCV valve for clogging, which causes oil blow-by and carbon buildup. On Ram trucks, inspect nearby MAP sensor wires, as melting here triggers a false P1004.
   Tools: Screwdriver, Pliers
9. [ADVANCED] Test Circuit Resistance
   With the ignition off and connectors disconnected, measure resistance on the SRV ground, control, and signal circuits between the actuator and PCM. Resistance must be under 5.0 Ohms. Higher readings indicate an open circuit.
   Tools: Digital Multimeter (DMM), Wiring Diagrams (Advanced)
10. [ADVANCED] Test for Short to Ground
    With the ignition off, measure resistance between the SRV control circuit at the actuator connector and a chassis ground. Resistance should be above 100 Ohms. Low resistance indicates a short to ground.
    Tools: Digital Multimeter (DMM) (Advanced)
11. [ADVANCED] Verify Scan Tool Live Data PIDs
    Monitor 'SRV Commanded Position' and 'SRV Actual Position'. The 'Actual' PID must follow the 'Commanded' PID. When de-energized, duty cycle should be 75-85%. When energized, it should be 35-55%. Values outside these ranges indicate a circuit or sensor fault.
    Tools: Bi-directional Scan Tool (Advanced)

When This Code Triggers (Freeze-Frame Conditions)

• Engine Coolant Temp: 180-210°F (The engine must be fully warmed up to reach closed-loop operation.)
• RPM: 1500-3000 RPM (The code sets during steady-state cruising or light to moderate acceleration.)
• Engine Load: 25-60% (Detected when the PCM commands a change in the runner position under varying engine loads.)
• Vehicle Speed: 30-60 mph (Occurs during city or highway driving when the engine transitions between torque and horsepower demand.)

Related Codes

• P2008 — Indicates an open circuit in the intake manifold runner control. If present with P1004, the fault is strictly electrical (broken wire, bad connection).
• P2016 / P2017 — Points to a position sensor circuit failure (Low/High). Having these codes with P1004 strongly suggests the SRV actuator (containing the sensor) has failed.
• P0660 — A generic code for an Intake Manifold Tuning Valve Control Circuit fault. P1004 is the manufacturer-specific version of this exact code.
• P2004 — Means 'Intake Manifold Runner Control Stuck Open'. P1004 is a general performance fault, while P2004 specifies the flaps are stuck in the short runner position.

Climate & Environmental Factors

• Extreme Temperature Cycles: Frequent shifts from hot to cold accelerate the aging of plastic components in the actuator and intake manifold, making wiring harnesses brittle.
• Carbon Buildup: Short trips prevent the engine from reaching optimal temperatures, accelerating the carbon deposits that seize runner flaps.

How to Talk to a Mechanic About This Code

Say this: "I have a P1004 code and I'd like to schedule a diagnostic. Before replacing any parts, please check for relevant TSBs regarding a PCM reflash, and manually test the runner flaps for binding."

This signals you know the three most common failure points (actuator, software, stuck flaps) and prevents a shop from just replacing the easiest part without a full diagnosis.

Avoid saying:

• 'Just fix whatever's wrong'
• 'My check engine light is on, can you look at it?'
• 'Whatever you recommend'

Questions to ask before authorizing the repair:

• Did you manually test the runner flaps inside the manifold? Do they move freely or are they stuck?
• Did you check for any Technical Service Bulletins for a PCM software update for this code on my specific vehicle?
• If you are recommending a new intake manifold, can you confirm the internal linkage is broken or show me how severe the carbon buildup is?
• What is the warranty on this repair and the parts used?

Where to Take It: Dealer vs Independent vs Chain

• Dealer:
  Best for: Vehicles under warranty, Chrysler/Dodge/Jeep/Ram vehicles where a PCM reflash is a highly probable fix per a TSB.
  Downsides: Highest labor rate, typically 1.5-2x an independent shop., May recommend replacing the entire intake manifold when a cleaning or actuator swap suffices. (Typical cost: +50% vs. baseline)
• Independent Shop: Best fit for most mechanical repairs. Call the dealer first to see if any TSBs for a PCM reflash apply to your VIN. If not, a trusted independent shop is the most cost-effective choice.
  Best for: Out-of-warranty vehicles., Mechanical fixes like replacing the SRV actuator, cleaning the intake, or replacing the manifold assembly.
  Downsides: Quality varies greatly; vet shops based on reviews and ASE certifications., May lack the expensive subscription-based tools (like wiTECH) to perform a PCM reflash. (Typical cost: +0% vs. baseline)
• Chain Shop: AVOID for this code. The diagnostic process for P1004 requires distinguishing between software, mechanical, and electrical faults, which is beyond the scope of a typical chain shop.
  Best for: Simple jobs like oil changes or brakes.
  Downsides: Technician skill varies dramatically., High pressure to upsell leads to replacing parts without proper diagnosis. (Typical cost: -10% vs. baseline)

When to Walk Away From the Repair

If the estimated repair cost exceeds 40-50% of the car's private-party value, consider selling the car as-is or trading it in.

• Car worth $4000, fix is $1200: Borderline. This is a significant percentage of the car's value. Get a second opinion before authorizing a full intake manifold replacement.
• Car worth $12000, fix is $450: Fix it. A simple actuator replacement is well below the threshold.
• Car worth $2500, fix is $1200: Walk away. The repair cost is too high relative to the vehicle's value. Spend the money on a down payment for a more reliable car.

What Scan Tool You Need for This Code

Minimum: A scanner that reads live data PIDs, specifically 'SRV Commanded Position' and 'SRV Actual Position'.

A basic $20 code reader only tells you the P1004 code is present. It cannot show if the computer is commanding the valve to move or what the position sensor reports back.

Budget: TopDon TopScan / Kingbolen Ediag Elite (~$80) — These Bluetooth dongles pair with your smartphone and offer full system scanning, live data graphing, and bidirectional controls to watch the commanded vs. actual position.

Mid-range: Autel MaxiCOM MK808S / XTOOL D7 (~$350) — These tablet-style scanners provide full bidirectional control, allowing you to command the SRV actuator to open and close from the tool, definitively testing the circuit.

Professional: Autel MaxiSys MS906 Pro / Topdon Phoenix Smart (~$1000-1500) — Offers OEM-level functions, topology mapping to spot communication issues, and ECU coding/programming if a PCM replacement is necessary.

Rent vs buy: If this is a one-time fix, auto parts stores like AutoZone have a free tool loaner program. Buy a scanner only if you plan to do your own diagnostics regularly.

How to Clear the Code After You Fix It

1. Use an OBD-II scan tool to clear the diagnostic trouble codes.
2. Do not disconnect the battery, as this clears unrelated learned values and readiness monitors.
3. Perform a complete drive cycle to allow the vehicle's readiness monitors to run.

Drive cycle (~20 minutes): 1) Cold start and idle for 5 minutes. 2) Drive at a steady 40-60 mph for 8 minutes. 3) Stop and idle for 3 minutes. 4) Drive above 20 mph for 2 minutes. 5) Turn ignition off for 10 minutes.

Readiness monitors affected: Catalyst Monitor, EVAP System Monitor, O2 Sensor Monitor

Watch out for:

• Clearing the code with a scanner does not reset readiness monitors; a full drive cycle is mandatory.
• The code returns immediately if the root cause (sticking flaps, bad actuator) was not repaired.
• The EVAP monitor requires the fuel tank to be between 15% and 85% full to run.

Will This Fail Emissions / State Inspection?

Yes — this code typically fails an OBD-II emissions inspection.

• California: A P1004 code causes an automatic smog check failure. All readiness monitors must be 'Ready' after repairs to pass.
• New York: The NYS DMV inspection includes an OBD-II scan. An active Check Engine Light for P1004 results in immediate failure.
• Texas: In the 17 emissions-testing counties, an illuminated Check Engine Light for P1004 fails the inspection.

Most Commonly Affected Vehicles

• Dodge Charger / Magnum (2007-2010) — Very common on the 3.5L V6 due to actuator failure and carbon buildup. TSB 18-003-07 REV. A suggests a PCM reflash for 2007 models.
• Chrysler 300 (2007-2010) — Shares the 3.5L V6 with the Charger and suffers identical SRV actuator and carbon issues. A PCM reflash is a common fix.
• Dodge Journey (2009-2010) — The 3.5L V6 is prone to setting P1004, often from a faulty actuator or wiring.
• Dodge Ram 1500/2500 (2009-2013) — On the 5.7L HEMI, this code frequently requires a dealer PCM update (TSB #18-012-14 Rev. A). The 2009 model had a short wiring harness issue (TSB #TB-18-016-09).
• Jeep Grand Cherokee / Commander (2007-2010) — Models with 3.5L and 5.7L engines experience this code from actuator failure or software glitches.
• BMW X3 (2006-2010) — P1004 is defined as 'Valvetronic (VVT) Guiding Sensor Solenoid Loss (Bank 1)', pointing to a variable valve lift system fault, not the intake runner.
• Toyota Camry (2006-2011) — Triggered by issues within the Variable Valve Timing (VVT) system, rather than a traditional intake runner flap system.
• Volkswagen Jetta / Passat TDI (2009-2014) — Indicates issues like 'cylinder 1 limit value exceeded' or fuel injector problems, unrelated to the intake manifold.

Manufacturer-Specific Notes

• Chrysler / Dodge / Jeep / Ram: A PCM software update is a highly probable fix for 3.5L and 5.7L engines. Always check TSBs #18-009-13 and #18-012-14 Rev. A before replacing parts.
• Chevrolet: On some Chevrolet vehicles, P1004 refers to a fault with the NOx (Nitrogen Oxide) sensors instead of the intake runner system.
• Ford: Relates to the intake manifold runner control system, functioning identically to the Chrysler system.
• BMW: Indicates a 'Valvetronic (VVT) Guiding Sensor Solenoid Loss', related to the variable valve lift system, not the intake manifold.
• Volkswagen: Points to a CAN bus communication error or a fuel injector fault on TDI models, completely unrelated to intake runners.

Real Owner Stories

2010 Dodge Charger 5.7L - Simple Actuator Fix

Check engine light came on with code P1004. Owner noticed a ticking sound from the engine bay.

What they tried:

1. Removed the original SRV actuator and found significant oil inside the intake port from the PCV system.
2. Cleaned the oil residue from the intake port.

Outcome: Replaced the actuator with a used junkyard part. After clearing codes and driving, P1004 did not return.

Lesson: A simple actuator replacement often solves the problem. Cleaning oil residue caused by the PCV system is a critical step while the part is removed.

2013 Ram 2500 5.7L - The Misdiagnosis Parts Cannon

P1004 code appeared at 36,000 miles. The owner took it to the dealership.

What they tried:

1. Dealer replaced the SRV actuator ($301) - code returned.
2. Dealer replaced the entire intake manifold - code returned.
3. Dealer replaced and programmed a new PCM ($523) - code returned.

Outcome: After spending over $800 on unneeded parts, the dealer finally recommended replacing the wiring harness. This highlights how professional shops misdiagnose by throwing parts at the code.

Lesson: Never assume a new part is the fix. Insist on proper diagnosis of the wiring and internal manifold flaps before authorizing expensive replacements.

2007 Chrysler 300 3.5L - The DIY Intake Cleaning

Owner was chasing codes P1004 and P2017.

What they tried:

1. Replaced the SRV actuator ($200) - code returned.
2. Paid dealer for a PCM software update ($100+) - code returned.
3. Paid dealer for diagnostics ($443) who recommended a $1000 intake manifold.

Outcome: The owner removed the intake manifold and found it heavily gummed up with oil sludge. Thoroughly cleaning it with brake cleaner resolved the codes.

Lesson: If a new actuator and PCM flash fail, the root cause is mechanical binding. A thorough cleaning saves over $1000 if internal parts aren't broken.

2013 Ram 1500 5.7L - The Unexpected Wiring Fault

Intermittent P1004 code and a misfire feeling under load at 170k miles. Dealer already replaced the SRV actuator.

What they tried:

1. A new technician inspected the wiring harness behind the intake manifold.

Outcome: The technician found MAP sensor wires, sharing the SRV harness, had melted together. Repairing the MAP wires fixed the P1004 code.

Lesson: A fault in nearby sensor wiring is sometimes misinterpreted by the PCM as a P1004. Inspect the entire harness area, not just the SRV connector.

How to Prevent This Code From Triggering

• Install an Oil Catch Can (Once) — Intercepts oil vapor from the PCV system before it enters the intake manifold, significantly reducing the carbon sludge that seizes runner flaps.
• Clean the Throttle Body and Intake Ports (Every 30,000-50,000 miles) — Using intake cleaner spray dissolves minor carbon deposits around the flap linkage, keeping it moving freely.
• Service the PCV Valve (Every 50,000-60,000 miles) — A clogged PCV valve forces excessive oil into the intake. Replacing it is a cheap preventative measure to stop flap binding.
• Use Top Tier Certified Gasoline (Every fill-up) — High-detergent gasolines reduce carbon deposit formation throughout the fuel and intake system, slowing the rate of new buildup.

Frequently Asked Questions

Can I just replace the P1004 actuator, or do I need the whole intake manifold?

If the actuator motor fails but the manifold flaps move freely by hand, replace just the actuator. If the flaps stick from carbon buildup or the internal plastic linkage breaks (often causing a rattling sound), replace the entire intake manifold.

What is the 'short runner valve'?

The short runner valve is a system of flaps inside the intake manifold. At low RPMs, the flaps close to force air through a longer path, boosting torque. At high RPMs, they open to create a shorter path, maximizing horsepower.

Is fixing P1004 a DIY job?

Replacing the actuator is a straightforward DIY job requiring basic hand tools, as it sits on the outside of the intake manifold. However, replacing the entire manifold or reprogramming the PCM requires professional tools and experience. Stop DIYing and take it to a shop if a new actuator doesn't clear the code.

My mechanic replaced the actuator but the P1004 code came back. What now?

If a new actuator fails to fix the code, check for a required dealership PCM software update, inspect the wiring harness for melted wires, or manually verify the internal manifold flaps aren't seized.

What are common mistakes when diagnosing P1004?

The most common mistake is replacing the SRV actuator without manually checking if the internal manifold flaps are stuck. Another frequent error on Chrysler/Dodge vehicles is buying hard parts when a simple dealership PCM software update is the actual specified repair.

Can a bad PCV valve cause a P1004 code?

Yes. A faulty PCV valve pulls excessive oil vapor into the intake manifold. This oil bakes onto the runner flaps, creating heavy sludge that seizes the mechanism and triggers the P1004 code.

Will a fuel injector or intake cleaner additive fix P1004?

No. Fuel additives handle minor deposits but cannot dissolve the heavy, baked-on sludge that seizes runner flaps. Fixing this requires physical disassembly and manual cleaning or a complete manifold replacement.

What does the P1004 code mean on a Ram 1500 with a HEMI?

On a 5.7L HEMI Ram 1500, P1004 almost always requires a PCM software update (TSB #18-012-14 Rev. A) or a new SRV actuator. A melted MAP sensor wire in the shared harness is another known culprit.

Key Takeaways

• The most common cause for code P1004 is a failed Short Runner Valve (SRV) actuator, a small electric motor that costs $50 to $200 to replace.
• Before buying parts, remove the 2 to 4 bolts holding the actuator and manually wiggle the intake flaps to ensure they aren't stuck with carbon.
• For 2007-2014 Chrysler, Dodge, and Ram vehicles, a $175 to $350 dealership PCM software update is often the required fix per manufacturer TSBs.
• Driving with a P1004 code reduces fuel economy by 5% to 15% and causes sluggish acceleration, but rarely leaves you stranded.