can someone tell me what this code actually means?The code comes up on my DIC every few days then just goes away.

p0113 is intake air temperature high input

 

I guess the 1st step would be to check connections.

DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage




Circuit Description
The intake air temperature (IAT) sensor contains a semiconductor device which changes the resistance based on the temperature (a thermistor). The IAT sensor is located in the air intake passage of the engine air induction system. The IAT sensor has a signal circuit and a ground circuit. The powertrain control module (PCM) applies 5.0 volts on the signal circuit to the sensor. The PCM monitors the changes in this voltage caused by changes in the resistance of the sensor in order to determine intake air temperature.

When the intake air is cold, the sensor (thermistor) resistance is high. The PCMs signal voltage is only pulled down a small amount through the sensor to a ground. Therefore, the PCM senses a high signal voltage, or a low temperature. When the intake air is warm, the sensor resistance is low. The signal voltage is pulled down a greater amount; therefore, the PCM senses a low signal voltage, or a high temperature.

When the PCM senses a signal voltage higher than the normal operating range of the sensor, this diagnostic trouble code (DTC) will set.

Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0117, P0118, P0125, P0500, P0502, P0503, P1258 not set.
The engine coolant temperature is more than 0°C (32°F).
The vehicle speed is less than 11.0 km/h (7.0 mph).
The mass air flow is less than 15.0 g/s.
Conditions for Setting the DTC
The intake air temperature is less than -35°C (-31°F).
All conditions met for 4.5 seconds.
Action Taken When the DTC Sets
The PCM illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids

Important
Remove any debris from the PCM\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A . Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.

If the engine has sat overnight, the engine coolant temperature and the intake air temperature values should display within a few degrees of each other. If the temperatures are not within 3°C (5°F), refer to Temperature vs Resistance .
If you determine that the DTC occurs intermittently, performing the P1111 diagnostic table may isolate the cause of the fault.
For an intermittent, refer to Symptoms .
Test Description
The numbers below refer to the step numbers on the diagnostic table.

This step determines if the malfunction is present.

If both DTCs P1635 and P1639 are set at the same time, this indicates the IAT signal circuit is shorted to a voltage.

Using the Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data can help determine how many miles since the DTC set. The Fail Counter and Pass Counter can also help determine how many ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature , etc.) that you observed. This will isolate when the DTC failed.

An intake air temperature above 139°C (282°F) indicates the PCM and IAT sensor wiring is OK.

An intake air temperature above 139°C (282°F) indicates the PCM and IAT sensor signal circuit is OK.

Disconnecting the PCM allows using the DMM in order to test continuity of the circuits. This aids in locating an open or a shorted circuit.

Disconnecting the PCM allows using the DMM in order to test for a short to voltage.

This step is testing for another circuit shorted to the IAT signal circuit.

Inspect for proper terminal tension/connections at the PCM harness before replacing the PCM.

 

Hello, I'm having the same problem with P0113. I have an IAT reading of 3.469 ohms and 1.465 V, which seems good. But I have an input in the harness at 11.4 V! Where in the PCM can I test to see if I have 5 V? Thanks.

 

With the MAF unplugged you will have 5 volts on the IAT signal wire key on engine off and also on the yellow MAF wire…read the description…the pink MAF wire supplies the MAF sensor with 12 volts…you should ALWAYS at a minimum tell us the model year you have !!..you either have a poor connection at the IAT signal wire, a bad IAT, or you have a bad connection at the IAT low reference wire…you need to inspect the MAF connector carefully…are you checking the voltage on the MAF sensor and not the connector with the sensor unplugged ??…that’s what it looks like.

 

 

Sorry, I'm in the wrong section. It's a 2005 C6 Corvette. Here's a picture of the wire color. The two brown wires are the IAT. I measured 11.4 V in accessory mode (orange switch) with ctek 5.0

 

OK, can your post your concern in C6 Tech and give us as much information as you can !!

 

This is the 2005 wiring…the diagnostic is the same as a C5 !!..with connector UNPLUGGED you should see 5 volts on the TAN wire at terminal B…if you see 12 volts there you have a “short to B+” on the signal wire…if so you need to check wiring all the way back to the ECM.

 

 

[QUOTE=C5 Diag;1608764245] [/QUOTE
]In this photo of the connector, should I connect ground to the C connector and positive to the B connector? Is the starter switch LED red, orange, or green?

 

[QUOTE=All39;1608764275]

To read IAT signal voltage terminals B to C you should read 5 volts…for ignition ON hold the bottom of the start button down for 5 seconds and the GREEN start light will illuminate.

 

[QUOTE=C5 Diag;1608764285]Thank you very much! I'll take a look, but I need to measure the positive at pin A and the negative at pin B. Is B the negative of the IAT circuit?

 

Again,Pin A is the 5 volt signal…pin B is the “low reference” or PCM ground…the ground pulls the 5 volt signal DOWN through the IAT thermistor !!…you can use a test light connected to B+ to check the low reference pin B…test light should illuminate if computer ground is good…yes, you can also attach the DVOM from A to B and see 5 volts…please read the circuit description.

 

[QUOTE=C5 Diag;1608765146]Encore une fois, la broche A correspond au signal 5 volts… la broche B correspond à la « référence basse » ou à la masse du PCM… la masse tire le signal 5 volts vers le bas à travers la thermistance IAT !!… vous pouvez utiliser une lampe témoin connectée à B+ pour vérifier la référence basse de la broche B… la lampe témoin doit s'allumer si la masse de l'ordinateur est correcte… oui, vous pouvez également connecter le DVOM de A à B et voir 5 volts.[/QUOTE
]

Yes, okay, because in the message above you said A for positive and C for negative. I don't want to be mistaken.

 

To check for 5 volts you can use either pin A or pin C…both are grounds !!…one is a body ground and the other is an ECM ground !!

 

Mesure prise au niveau du connecteur unplugged avec LED orange. Si je connecte la broche A + la broche B, c'est difficile d'obtenir une lecture, mais parfois j'arrive à lire 1,5 V ou 2,3 ​​​​​​V, ce qui est très aléatoire.

Cependant, si je connecte la broche A + la broche C, j'obtiens un 12,6 V stable.

Donc la masse sur la broche B n'est pas bonne ?

Merci.

 

I took these measurements with the engine running if that helps, but we can clearly see 2.88 V from the MAP sensor.

 

Your issue is with the IAT sensor and NOT the MAP…in the picture your IAT shows -40 !!…that is what you would see either with a bad IAT sensor or you don’t have the low reference ground or the signal wire connection is bad AT the sensor…the ECM is seeing 5 volts with the engine running when it should not !!…watch the video…post 16 was in French and I could not understand it…please post in English.

 

Sorry for the French.My phone sometimes translates because I'm French.I'll try with the wire like in the video and make a jumper on the connector with pins A and B. If I understand correctly, if the temperature changes, is the harness OK? If it doesn't change with jumpers A and B, and according to the wiring diagram below, I should therefore have 5 V at connector number 3 (ECM) on pin number 34, is that correct? Thank you very much for your help 🙏

 

sur ma photo, le connectors C3 est the first en haut


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