P0113

P0113 means IAT signal voltage is above the ceiling — over roughly 4.9V on a standard NTC thermistor, which translates to a reported intake air temperature below -40F. The ECM sees open-circuit, which means either a disconnected sensor, a broken signal wire, or an internally failed thermistor reading open. Cheapest-first ladder: visually confirm the IAT or MAF connector is fully seated and the locking tab is intact (this fixes 30-40% of P0113 calls on platforms with weak locking tabs); back-probe the signal wire at the connector engine running at warm idle, must read 2.0-2.5V at 100F intake air, 1.0-1.5V at 150F hot-soak — 5.0V means open-circuit; with the sensor unplugged and key on, jumper the signal and ground pins together at the harness side and watch the scan tool — if IAT reading swings to 250F+, the wiring is good and the sensor is open-circuit internally; if IAT still reads -40F with the jumper installed, the signal wire is broken between the sensor and the ECM and needs continuity testing; verify the sensor ground pin is grounded under 0.1V drop. P0113 paired with rough cold-start running means the ECM is calculating fuel for -40F dense air and dumping excess fuel — fix promptly to avoid plug fouling and catalyst overheating.

Vehicle-specific patterns: 2007-2014 GM 5.3L/6.0L Silverado sees P0113 from the separate IAT connector locking tab breaking and the plug vibrating loose; 2003-2009 Toyota 4Runner/Tacoma 4.0L 1GR-FE with integrated MAF/IAT sees P0113 from internal MAF unit failure where the IAT element reads open-circuit; 2005-2010 Ford 5.4L 3V sees P0113 from the MAF harness chafe at the valve cover breaking the IAT signal wire entirely; 2008-2014 VW/Audi 2.0T TSI sees P0113 from the integrated MAP/IAT sensor in the intake manifold failing open-circuit on the IAT element around 80-120k miles. Estimated repair: $15 to $350.