OBD-II trouble code
P0110: Intake Air Temperature Sensor 1 Circuit
SAE J2012 names intake air temperature sensor 1 circuit, with no malfunction wording and no voltage. The low and high codes are P0112 and P0113 when the calibration splits them.
Quick facts
- System
- Powertrain
- Category
- Sensors / Air Intake
- Severity
- Low severity
- Drivable
- Usually safe to drive short-term
- Repair cost range
- $120 – $400
- DIY difficulty
- Beginner DIY
Browse every code in P0100–P0199, or start from the full code library.
What does P0110 mean?
P0110 is Intake Air Temperature Sensor 1 Circuit in SAE J2012 APR2002. The title names sensor 1. It does not say malfunction, and it does not say the element is inside the mass-airflow housing. Section 6 of the standard says that when a more specific description exists, the manufacturer should use it. For this sensor the specific codes are P0111 for range and performance, P0112 for low, P0113 for high, and P0114 for intermittent. P0110 is the generic circuit code used when the diagnostic does not make that split.
The 1999 Ford PCED section 4 list does not include P0110. It defines P0112 as a signal under the self-test minimum, 0.2 volt or 121°C (250°F), and P0113 as a signal over the self-test maximum, 4.6 volts or −50°C (−46°F). The aide for both is a 1.0-volt simulation on the signal wire with the sensor unplugged. If the PID matches, the sensor is checked. If it does not, the circuit and the PCM are checked.
GM's 2008 GRP09 sheet also skips P0110. P0112 on that sheet is raw intake-air temperature under 45 ohms, a short to ground in the signal or the sensor. P0113 is raw intake-air temperature over 163,000 ohms, an open or a short to high. Those resistance figures are the split codes, not a specification for a vehicle whose book stores P0110.
On some engines the intake-air element shares a housing and a connector with the mass-airflow sensor. The 2008 Pontiac G6 procedure says that directly for the MAF/IAT sensor, and it lists separate IAT signal and IAT low-reference circuits beside the three MAF circuits. That is one connector layout. A two-wire sensor in the intake duct is another. The diagram decides which one this vehicle has. A code reader that shows only P0110 has not identified the housing.
Common causes
- An open, short, or connector fault on a calibration that stores the generic circuit code instead of P0112 or P0113
- On the 1999 Ford PCED, the causes printed for the split codes: a grounded circuit, an open circuit, a short to power, a damaged sensor, a poor connection, or a damaged PCM
- On a 2008 G6, a fault in the IAT signal or the IAT low reference inside the combined MAF/IAT connector, which that procedure lists as its own circuits
- A sensor the Ford simulation still condemns after a 1.0-volt signal is displayed correctly
- Applying a 45-ohm or a 0.2-volt limit to a vehicle whose chart never defines P0110
Symptoms
- Malfunction indicator lamp with P0110
- No P0110 row in the 1999 Ford PCED section 4 list or on the 2008 GRP09 sheet
- On a Ford from that PCED, a temperature PID at the 0.2-volt or 4.6-volt self-test end only if the stored code is actually P0112 or P0113
- A default intake-air value substituted by the calibration, which is not given as one temperature in these documents
- A combined MAF/IAT connector that also sets a mass-airflow code when the shared housing or the shared connector is the fault
Diagnostic steps
- 1.Read the service chart for this VIN. If it defines P0112 and P0113 and does not define P0110, diagnose the code that is stored. The Ford and GRP09 documents are in that group.
- 2.Use the connector view to see whether sensor 1 is a two-wire thermistor or a pin pair inside a mass-airflow housing. On the 2008 G6 the housing has ignition, MAF ground, MAF signal, IAT signal, and IAT low reference. Do not treat every intake-air code as a mass-airflow replacement.
- 3.Inspect the connector for corrosion, bent pins, and a partial seat before measuring. Key off to unplug it.
- 4.Where the procedure is the 1999 Ford PCED, simulate 1.0 volt on the signal circuit with the sensor disconnected. A PID that matches 1.0 volt moves the test to the sensor. A PID that does not match moves it to the circuit and the PCM. Do not jumper a multi-pin mass-airflow connector to perform that simulation.
- 5.Where the procedure is GRP09, the published limits are resistance, and they belong to P0112 and P0113: under 45 ohms, and over 163,000 ohms. They are not a P0110 pass band.
- 6.Replace the sensor, or the combined housing when the diagram shows a single service part, only after the simulation or the resistance test has put the fault in the component. Repair the wire when the simulated voltage does not arrive.
- 7.Clear the code and confirm the intake-air parameter against ambient on a cold engine, using the comparison the chart prints rather than a shop thermometer aimed at aluminum.
Repair cost
$120 – $400
A separate intake-air temperature sensor is about $120 to $150 installed. When that sensor is part of the mass-airflow housing, the assembly is about $200 to $400.
Estimate your repair
Run the numbers for your vehicle
Open the Repair Cost Estimator with intake air temperature sensor replacement preselected. Adjust labor rate and vehicle category to fit your situation.
DIY vs shop
This is a beginner-friendly repair. Common hand tools, a free afternoon, and a willingness to follow a procedure are usually enough. The risk of causing a bigger problem is low if you read up on your specific vehicle first.