they got differnt part numbers, so what is the differance???

i got a 92 on my 89, is the resistance readings the same on the 92 as the 89??

 

Does it work? I tried to use a 92 with my EBL(converted 1992 8746) and it did not work. I replaced with a 1989(different wiring I understand ) and it worked? 1989 5V from ECU to sensor to ground.

 

it runs

but i got my check engine light disabled since i got no egr and what not, i would have to put a bulb in it to tell

 

Does the IAT temp show in datalog? That told me it was working !

 

cant data log .............. lol if someone could give the the resistance readings of a 89 IAT i would know if the 92 i got will work.....i pulled a 92 plug off of a junk car and used a 92 IAT, the set up i had got messed up as i had it remote and not in the air clraner anymore, its got hung up and lost, the only IAC connecter i could find was a 92 connecter, if the connecter is the only diff in the 89 and 92 than im ok, if the resistance is diff than im up a creek

 

All the GM IATs Ive encountered so far have the same operating charicteristics and are interchangeable. This goes for the old ones as well as the newer units used in the late 90's/early 00's on the vortecs/LS1s. Probably also applies to the current sensors on new model cars as well.

The big differences through the years are in the actual construction and how the sensors mount. Some mount in a grommet, while others have NPT threads.

 

this is a new topic for me so i did some research.
if you are reading 5 v then you lost your ground. is this correct?
i also read that an iat is for maf not map. so 89 would not be the same as 93 as 89 would be the last maf year.
so why have a iat on a map car?

i found this article http://tpiparts.net/85_89_maf_sensors/ which talks about it and it is part of the maf tpi - as it has to know air temp for the maf to work.
but why on a map?
cant find where it was part of original map design. they are not even on the factory wiring chart for any version of the 1990 camaro.

 

here is a chart i found and the info on the far right had side is for the iat - hope it helps. increase the screen size to 125 or 150% and the chart is easy to read.
and according to the chart a 5 v you are 280 degrees F or 138 C. does that sound like an accurate reading for the time you got it?
and with that chart came this:
Intake Air Temperature Sensor (IAT): This sensor is also a thermistor (means that it changes resistance with temperature) that supplies the ecm with a temperature reading of the air being drawn into the engine. It is the same as the coolant temperature sensor on 86-92 models. The 1985 intake air temperature sensor used a different connector and cannot be used as a coolant temperature sensor because it had an exposed bulb. This sensor mounts underneath the plenum. The chart above shows the approximate resistance for this sensor in relation to temperature.

 

ok thats cool, i know my resistance reading is right now

, it may not be the correct mount but it works as i got an aftermarket brerather

 

ok i got 4V comming off the computer and 22.9 MV comming from the sensor

 

When I added EBL ECU I was able to add an IAT. The wiring for a 1992 sensor I believe is different than a 1989. I could not use a 1992 or I could not determine the proper wiring schematic. the 1989 used the lead from ECU(I saw 5V) and the other side of IAT was ground. worked.

 

well i got a 92 plug on mine, are you saying there is a diff in how the 89 and 92 IAT works

 

Heres the lowdown on the IAT. On true SD systems with unheated intakes (hondas and such), the IAT is essential. This is because the equations are based on the ideal gas laws. This means that in order to estimate the density of the air entering the motor, the entering air temperature must be known.

On MAF cars, the mass airflow sensor already has an air temperature sensor built into it. This is incorporated into the resistance bridge so the MAF sensor itself can maintain the appropriate delta temperature between the sensing element and the ambient air temperature. The current required to maintain the sensing element's temperature is proportional to the mass airflow rate. In mass airflow systems, an external IAT is therefor not needed. But, they are typically included and used for temperature based compensation for EGR and spark advance.

With TBI systems, the fuel dynamics make it difficult to know what the actual entering air temperature is due to the cooling effect of the gas in the intake. Therefor, the IAT is used very little in the stock codes for all TBI vehicles through the years. Instead, the thermac and heated intake help maintain a constant temperature to reduce drift in the fueling.

As for the sensors, all the IATs use the same connector. The new ones are reverse compatible with the old sensors, and vice-versa. Even on my new GM car, the cool temp sensor still uses the same style of connector as the older cars. The sensors also have the same operating charicteristics.

 

good to know - new topic for me as i said and now when the problem pops up i now have the answeer. thanks.

 

well this is wierd the car is running rich as can be now with the IAT hooked up, it was running better before

 

There is a table in the 8746 ECMs that adjusts the fueling based on the IAT. Its a small, 5-line table if I recall, but it does change the fueling with air temp.

 

yea i dont know WTF is going on but the car ran like dog crap with the IAT hooked up, replaced it with a resistor to match 60 degrees and it runs perfect