GM Open Element IAT Sensor with Pigtail
Recommended ‘Fast-Response’ Intake Air Temp Sensor (IAT) for use on forced induction vehicles. These are the proper GM-style sensors for use with the MegaSquirt line of ECUs and include a 6″ wire pig-tail with weatherproof connector.
The threads are 3/8″ NPT pipe thread – note that isn’t an actual 3/8″ outer diameter but a pipe thread size based on pipe inner diameter.
If you need to calibrate your MS for this sensor, here’s the calibration data we use for them for a three point curve.
|48 degrees F||7000|
|87 degrees F||1930|
|146 degrees F||560|
What size hole do I need to drill to install this sensor?
- The hole should be tapped for 3/8" NPT. Your tap will come with instructions for the preferred drill size, which is likely to be 9/16".
What is its resistance vs temperature curve?
- If you are connecting this to a device that supports 3 point calibration (all MegaSquirt units do), use these numbers if your device does not have a standard GM temperature sensor calibration curve.
- 7000 ohms at 48 degrees F
- 1930 ohms at 87 degrees F
- 560 ohms at 146 degrees F
I am using it with a device that requires a voltage vs temperature curve. What data do I enter?
- This sensor outputs resistance, not voltage. You will need additional, external circuitry to convert its output into a voltage, and the voltage will depend on the design of the external circuit.
Can I buy the connector separately?
- Yes. You can order a connector here: GM IAT sensor pigtail connector. This is a somewhat different style connector from the one we ship with the sensor, but will connect to the sensor without any problem.
Where exactly should I install this on my engine?
- We do not recommend threading it into the intake manifold except for supercharged engines where the supercharger attaches directly to the manifold. For all other applications, we recommend installing this sensor in the part of the intake system directly upstream of the throttle body. The reason is that the intake manifold often transfers heat to the sensor by conduction at a faster rate than it transfers heat to the incoming air. While there are ECU settings to compensate for this, mounting the sensor where it does not absorb so much heat will often make tuning easier.