Table of Contents

Air Management
Subject

Page

Air Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Accelerator Pedal Position (Pedalwertgeber - PWG) . . . . . . . . . . . . . . . .3
Throttle Valve (EDK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Throttle Motor and Feedback Position . . . . . . . . . . . . . . . . . . . . . . . . .6
Failsafe Operation - EDK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Idle Air Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Failsafe Operation - Idle Air Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Hot-Film Air Mass Meter (HFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
HFM on NG6 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Air Measurement with HFM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Virtual Air Measurement without HFM . . . . . . . . . . . . . . . . . . . . . . .15
Air Temperature Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Variable Intake Manifold (DISA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Fully Variable DISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Two Stage DISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Variable Intake Manifold (DISA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
DISA Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
DISA Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
1st stage - idling/lower engine speed range . . . . . . . . . . . . . . .21
2nd stage - medium engine speed range . . . . . . . . . . . . . . . . . . .21
3rd stage - upper engine speed range . . . . . . . . . . . . . . . . . . . . .21
Workshop Hints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Air Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Crankcase Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Accelerator Pedal Position (PWG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Throttle Valve (EDK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Hot-Film Air Mass Meter (HFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Idle Air Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Air Temperature Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Initial Print Date: 03/11

Revision Date:

Air Management
Model: All
Production: All

Aftercompletionofthismoduleyouwillbeableto:
Understand how different intake manifolds and air intake systems function
Understand how the Air System influences Engine Management
Be able to test the Mass Air Flow system
Be able to test the throttle assembly and the inputs that affect the throttle
Understand EDK and Idle Air Actuator operation

2
Air Management

Air Management
Example of IPO for an Air Management System
INTAKE
AIR TEMP

IDLE
CONTROL
VALVE

AIR
MANAGEMENT
ENGINE THROTTLE WARNING

EML

One of the main purposes of the ECM is Air Management which includes the actuation
of several components. In the following pages you will find a generic explanation on how
this system works. For more detailed information please access BMW Training
Reference Manuals found online.
Air flow into the engine is regulated by the Throttle Valve
and/or the Idle Air Actuator. Both of these air passages
are necessary for smooth engine operation from idle to
full load. The Throttle Valve and the Idle Air Actuator are
electrically controlled. All of the ECM monitoring,
processing and output functions are a result of regulated
air flow.

Accelerator Pedal Position

(Pedalwertgeber - PWG)

DME

The Accelerator Pedal Position is monitored by the ECM

for pedal angle position and rate of movement. As the accelerator is moved, it provides
two variable voltage signals to the ECM that represents accelerator pedal position and
rate of movement.
Dual Hall Sensors are integral in the accelerator pedal module. The ECM compares the
two values for plausibility. The module contains internal springs to return the accelerator pedal to the rest position.
The ECM will increase the volume of fuel injected into the engine, advance the ignition
timing and open the Throttle Valve and/or Idle Air Actuator.
The full throttle position indicates maximum acceleration to the ECM, and in addition to
the functions just mentioned, this will have an effect on the air conditioning compressor.
As the accelerator pedal is released (integral springs), a decrease in voltage signals the
ECM to activate fuel shut off if the RPM is above idle speed (coasting). When the
Throttle Valve is completely closed, the Idle Air Actuator is opened to maintain engine
idle speed.
3
Air Management

The ECM monitors the engine idle speed in addition to the accelerator pedal position
and throttle position voltage. If the voltage values have changed (mechanical wear of
throttle plate or linkage), the ECM will adjust the Idle Air Actuator to maintain the correct
idle speed.
The Potentiometers/Hall sensors are non-adjustable because the ECM learns the
throttle angle voltage at idle speed. If the throttle housing/accelerator pedal module is
replaced, the adaptations must be cleared and adaptation procedure must be performed
using ISTA. If this is not performed, the vehicle
[mV]
5000
will not start, or run in fail-safe mode.
A

If this input is defective, a fault code will be

stored and the Malfunction Indicator and/or
EML Light will be illuminated. Limited engine
operation will be possible.
The ECM provides voltage (5V) and ground for
the Hall sensors. As the accelerator pedal is
moved from rest to full throttle, the sensors
produce a variable voltage signal.
Hall sensor 1(request)
Hall sensor 2 (plausibility)

B
2500

500
0
0%

50%

100%

If the signals are not plausible, the ECM will use the lower of the two
signals as the requested input. The throttle response will be slower
and the maximum throttle response will be reduced.

4
Air Management

The pedal position sensor is monitored by checking each individual sensor circuit
and comparing the two pedal values. Monitoring is active as soon as the sensors receive
voltage (KL15). The ECM decides what operating mode the pedal position sensor is to
assume.
Pedal position sensor fully operable.
Failure of one pedal position sensor
(maximum engine speed is limited).
Failure of both pedal position sensors
(engine speed limited to 1500 rpm).

5
Air Management

Throttle Valve (EDK)

The throttle valve plate is electronically operated to regulate intake air flow by the ECM.
The main characteristics are:
Precision throttle operation,
OBD compliant for fault monitoring,
DSC and Cruise Control.
This integrated electronic throttle reduces extra control modules, wiring, and sensors.
Adjusting electronic throttles is not permitted, the throttle assembly must be replaced as
a unit. The adaptation values must be cleared and adaptation procedure must be performed using ISTA.
The throttle assembly for the system is referred to as the EDK:
EDK does not contain a PWG, It is remotely mounted (integrated in the accelerator
pedal assembly).
The accelerator pedal is not mechanically linked to the EDK.
Throttle Motor and Feedback Position
The ECM powers the EDK motor using pulse width modulation (PWM) for opening and
closing the throttle plate. The throttle plate is also closed by an integrated return spring.
Two integrated potentiometers provide voltage feedback signals to the ECM as the
throttle plate is opened and closed.
Feedback signal 1 provides a signal from approx. 0.5V (closed) to approx. 4.5 V
(Full Throttle)
Feedback signal 2 provides a signal from approx. 4.5V (closed) to approx. 0.5V
(Full Throttle)
Potentiometer 1 is the primary feedback signal of throttle plate position and signal
is the plausibility cross check through the complete throttle plate movement.

6
Air Management

Total Intake Air Flow Control is performed

by the ECM simultaneously operating the EDK
throttle control and the Idle Air Actuator.
The ECM detects the drivers request from the
potentiometers/Hall Sensors monitoring the
accelerator pedal position. This value is added
to the Idle Air control value and the total is what
the ECM uses for EDK activation. The ECM
then controls the Idle Air Actuator to satisfy the
idle air fill. In addition, the EDK will also be
activated = pre-control idle air charge. Both of
these functions are utilized to maintain idle
RPM.

U[V]
5V

0V
0%

50%

100%

The EDK is electrically held at the idle speed position, and all of the intake air is drawn
through the Idle Air Actuator. Without a load on the engine (<15%), the EDK will not
open until the extreme upper RPM range. If the engine is under load (>15%), the Idle
Air Actuator is open and the EDK will also open.

Vehicles equipped with VALVETRONIC, e.g. N52, N55,

will only use the EDK in certain operating conditions.

7
Air Management

All variants of the NG6 engines receive the new EGAS 08 throttle by Siemens/VDO.
The new throttle uses a plastic throttle valve and magneto-resistive feedback to the
ECM.
The previous system used a potentiometer, whereas the new
throttle uses a contactless system featuring magneto-resistive technology which is
familiar from the eccentric shaft sensor on Valvetronic systems.
The magneto-resistive sensors are integrated into the housing cover. The sensors are
also non-wearing.
For plausibility, the one sensor outputs the analog signal in the range from 0.3 to 4.6 V
and the other sensor inverts it again from 4.6 to 0.3 V.
Consequently, the contact force is 10 times greater than that of a conventional plug connector
It is possible to twist the connector before plugging it in.
This can cause damage to the harness and connector.

8
Air Management

Failsafe Operation - EDK

When a fault is detected in the system:
The EDK provides two separate signals from two integrated potentiometers (Pot 1
and Pot 2) representing the exact position of the throttle plate.
EDK Pot 1 provides the primary throttle plate position feedback. As a redundant
safety feature, Pot 2 is continuously cross checked with Pot 1 for signal plausibility.
If plausibility errors are detected between Pot 1 and Pot 2, the ECM will calculate
the inducted engine air mass (from HFM signal) and only utilize the potentiometer
signal that closely matches the detected intake air mass.
- The ECM uses the air mass signaling as a virtual potentiometer (Pot 3) for a
comparative source to provide failsafe operation.
- If the ECM cannot calculate a plausible conclusion from the monitored Pots (1
or 2 and virtual 3) the EDK motor is switched off and fuel injection cut out is
activated (Failsafe operation is not possible).
The EDK is continuously monitored during all phases of engine operation. It is also
briefly activated/adapted when KL_15 is initially switched on as a preflight check
to verify its mechanical integrity (no binding, appropriate return spring tension, etc).
This is accomplished by monitoring both the motor control amperage and the reaction speed of the EDK feedback potentiometers. If faults are detected the EDK
motor is switched off and the fuel injection cut off is activated (failsafe operation is
not possible). The engine does however continue to run extremely rough at idle
speed.
When in emergency operation, the engine speed is always limited to 1300 RPM by
fuel injector cutout, and activation of the EML light to alert the driver of a fault.
When a replacement EDK is installed, the ECM adapts to the new component
(required amperage draw for motor control, feedback pot tolerance difference, etc).
This occurs immediately after the next cycle of KL_15 for approximately 30 seconds. During this period of adaptation, the maximum opening of the throttle plate
is 25%.

9
Air Management

Idle Air Actuator

This valve regulates air by-passing the throttle
valve to control the engine idle/low speed.
The valve is supplied with battery voltage from the
ECM Relay. The Idle Air Actuator is a two-coil
rotary actuator. The ECM is equipped with two
final stage transistors which will alternate positioning of the actuator.
The final stages are "pulsed" simultaneously by
the ECM which provides ground paths for the
actuator. The duty cycle of each circuit is varied to
achieve the required idle RPM.
If this component/circuits are defective, a fault
code will be set and the Malfunction Indicator
Light will be illuminated when the OBD II criteria is
achieved.
The Idle Air Actuator is controlled by the ECM modulating the ground signals (PWM at
100 Hz) to the valve. By varying the duty cycle applied to the windings, the valve can be
progressively opened, or held steady to maintain the idle speed.
The ECM controls the Idle Air Actuator to supply the necessary air to maintain idle
speed. When acceleration is requested and the engine load is low (<15%), the actuator
will also supply the required air.
The basic functions of the idle speed control are:
Control the initial air quantity (air temp <0 C, EDK is simultaneously opened).
Variable preset idle based on load and inputs.
Monitor RPM range intake for each preset position.
Vacuum Limitation
Smooth out the transition from acceleration to deceleration.
Under certain engine operating parameters, the EDK throttle control and the Idle Air
Actuator are operated simultaneously. This includes all idling conditions and the transition from off idle. As the request for load increases, the idle valve will remain open and
the EDK will supply any additional air volume required to meet the demand.

10
Air Management

Failsafe Operation - Idle Air Actuator

If a fault is detected with the Idle Air Actuator, the ECM will initiate failsafe measures depending on the effect of the fault (increased air flow or decreased air
flow). If there is a fault in the Idle Air Actuator/circuit, the EDK will compensate
to maintain idle speed. The Malfunction Indicator and/or EML Light will be
illuminated to inform the driver of a fault.
If the fault causes increased air flow (actuator failed open), VANOS and Knock
Control are deactivated which noticeably reduces engine performance.

11
Air Management

Hot-Film Air Mass Meter (HFM)

The air volume input signal is produced electronically
by the HFM which uses a heated metal film (180 C
above intake air temperature) in the air flow stream.
The ECM Relay provides the operating voltage. As air
flows through the HFM, the film is cooled changing
the resistance which affects current flow through the
circuit. The sensor produces a 1-5 volt varying signal.
Based on this change the ECM monitors and regulates the amount of injected fuel.
The Hot-Film Air Mass Meter (HFM) varies voltage monitored by the ECM representing the measured amount of intake air volume. This input is used
by the ECM to determine the amount of fuel to be
injected.
The heated surface of the hot-film in the intake air
stream is regulated by the ECM to a constant temperature of 180 C above intake air temperature. The
incoming air cools the film and the ECM monitors the
changing resistance which affects current flow
through the circuit. The hot-film does not require a
clean burn, it is self cleaning due to the high operating temperature for normal operation.

If this input is defective, a fault code

will be set and the Malfunction
Indicator Light will illuminate when
the OBD II criteria is achieved. The
ECM will maintain engine operation
based on the Throttle Position
Sensors and Crankshaft
Position/Engine Speed Sensor.
The HFM is non-adjustable.

12
Air Management

HFM on NG6 Engines

The HFM on all new NG6 engines has been upgraded to a digital HFM. The output of
the sensor is a digital signal in which the duty cycle responds to changes in air mass.
The Siemens SIMAF GT2 Hot-Film air Mass meter is used in several BMW engines.
This sensor is equipped with planar metal resistors on glass. Based on the tried and tested sensor technology used in the SIMAF GT1 for more than 15 years, the SIMAF GT2
represents a further-development and optimization with higher vibration resistance,
improved accuracy (at all operating temperatures), and lower sensitivity to air pulsations
and water.
The output of the sensor is converted to a digital signal. This eliminates the need for sig
nal conversion in the ECM. The signal corresponds proportionally to changes in air
mass.
Hot-film air mass meter

The N54 engine uses a virtual HFM. The signal is calculated in the
ECM from various parameters such as engine speed, intake air temperature, throttle position etc.

13
Air Management

Air Measurement with HFM

14
Air Management

Index

Explanation

Index

Explanation

Measurement of intake air

temperature and air mass

Residual O2 content in
exhaust gas

Throttle valve position

Intake manifold vacuum

Intake manifold

Engine speed

Intake valve lift (from VVT)

Injection Timing

Virtual Air Measurement without HFM

Index

Explanation

Index

Explanation

Intake air temperature

Intake manifold vacuum

Throttle valve position

Engine speed

Intake manifold

ECM (DME) with characteristic

map for air mass calculation

Intake valve lift (VVT if equipped)

Injection Timing

Residual O2 content in exhaust

(O2 sensor)

The HFM is non-adjustable and tampering is not permitted. A faulty

Hot-Film Air Mass Sensor can produce the following complaints:

Difficult To Restart When Engine Is Hot.

Engine Starts Then Stalls.
Malfunction Indicator Light Illuminated.
Engine Starts and Runs Only With Accelerator Pedal
Depressed.

15
Air Management

Air Temperature Signal

The HFM contains an integral air temperature sensor.
This is a Negative Temperature Coefficient (NTC) type
sensor. This signal is required by the ECM to correct the
air volume input for changes in the intake air temperature
(air density) affecting the amount of fuel injected, ignition
timing and Secondary Air Injection activation.
The ECM provides the power supply to the sensor which
decreases in resistance as the temperature rises and vice
versa. The ECM monitors an applied voltage to the sensor that will vary as air temperature changes the resistance value.
If this input is defective, a fault code will be set and the Malfunction Indicator Light will
be illuminated when the OBD II criteria is achieved. The ECM will operate the engine
using the Engine Coolant Sensor input as a back up.
The Air Temperature signal allows the ECM to make a calculation of intake air temperature. The varying voltage input from the NTC sensor indicates the larger proportion
of oxygen found in cold air, as compared to less oxygen found in warmer air. The ECM
will adjust the amount of injected fuel because the quality of combustion depends on
oxygen sensing ratio.
The ignition timing is also affected by air temperature. If the intake air is hot the ECM
retards the base ignition timing to reduce the risk of detonation. If the intake air is cooler,
the base ignition timing will be advanced. The ECM uses this input as a determining factor for Secondary Air Injection activation.
If this input is defective, a fault code will be set and the Malfunction
Indicator Light will illuminate when the OBD II criteria is achieved.
The ECM will maintain engine operation based on the HFM and
Engine Coolant Temperature sensor.

16
Air Management

Variable Intake Manifold (DISA)

Fully Variable DISA
In the N62 engine, the infinitely variable differential intake air system (DISA) intake manifold is operated by turning the rotor in the intake manifold.
Adjustments to the intake manifold are carried out by the ECM controlling a drive unit.
The drive unit is mounted on the rear of the intake manifold.
The drive unit consists of a 12V DC electric motor with worm gears and an integral
potentiometer for the intake manifold position feedback.
The drive unit is equipped with a 5-pin connector.

If the drive unit fails, the system remains in its current position.
The driver may notice a loss in power.

17
Air Management

Two Stage DISA

The previous fully variable intake system is no longer used in the N62TU engine. A new
two-stage intake system (DISA) is used instead. The previous intake manifold was made
from magnesium; the new intake is manufactured from glass fiber reinforced plastic.
There are two servomotors which provide a 2-stage (long/short) function of the intake
manifold runners. Due to the increased displacement and engine power, the fully variable intake system is no longer required.
The 12V servomotors are actuated by the ECM via a PWM signal. While the sliding
sleeves are open (power setting), the servomotors are actuated with a 5 % PWM signal
in order to hold the sleeves in their open position.

Explanation

Index

Explanation

Servomotor, cylinder bank 1

Long Intake Passage

Differential Pressure Sensor

Short Intake Passage

Servomotor, cylinder bank 2

Directional movement of sliding sleeves

Bores for fuel injectors

Torque

Index

RPM

18
Air Management

Fixed intake manifold

Two stage DISA

Variable Intake Manifold (DISA)

The intake manifold on the N52 uses a three stage differential intake air system (DISA).
The air flow through the intake manifold is controlled and re-directed by two DISA actuator motors.
Each actuator motor is operated by an electric motor controlled by the Engine Control
Module (ECM) via a PWM signal. The PWM signal is at a frequency of 200 Hz. The
ECM varies the duty cycle to control the position of the DISA flap. The actuator consists
of a flap and motor drive. There are only two positions possible - closed or
opened. When activated, the motor moves the flap to each end position. Both actuators are switched to the closed position at idle.

The DISA motors are similar in design and operation, but they are not
interchangeable. Each actuator assembly has its own individual part
number.

19
Air Management

DISA Actuators
Together with the drive, the DISA valve (flap)
forms one unit. The DISA valve is driven by an
electric motor and a gear mechanism.
The electronic control is integrated in the DISA
actuator. The DISA actuator is driven by a pulse
widthmodulated signal from the DME.
There are only two possible positions: The
valves (flaps) can either be closed or opened, i.e.
when activated, the motor moves the valve to
the respective end position.

20
Air Management

DISA Operation
1st stage - idling/lower engine speed range

At idle speed and in the lower engine speed range, actuators 1 and 2 are closed. The
intake air flows past the throttle valve into the resonance pipe. In the resonance pipe, the
intake air mass splits. The air is fed via the collector pipe and resonating pipes into the
individual cylinders. In this way, three cylinders are provided with a comparably high air
mass.
2nd stage - medium engine speed range

In the medium engine speed range, DISA actuator motor 2 is opened. In this case, it is
assumed that the inlet valves of the first cylinder are just closing. The gas motion creates
a pressure peak at the closing inlet valves. This pressure peak is passed on via the resonating and collector pipes to the in next cylinder in the firing order. This improves the
fresh gas filling of the next cylinder to be filled.
3rd stage - upper engine speed range

In the upper engine speed range, both DISA actuator motors are opened. In this case, it
is assumed that the inlet valves of the first cylinder are just closing. The gas motion creates a pressure peak in front of the closing inlet valves. The intake air mass is now fed
via the resonating, overshoot and collector pipes.

1st Stage

2nd Stage

3rd Stage

21
Air Management

DISAN52KPandN51
As far as the air management system on the N52KP and N51 engines
is concerned, the previous intake manifold system on the N52 is carried over. Depending upon application, the engines will use the
3-stage DISA or the single stage (no DISA) intake manifold.
For more information on the DISA system refer to the previous
training material in the training course ST501 - New Engine
Technology.

22
Air Management

Workshop Hints
Air Management
Unmetered air leaks can be misleading when diagnosing faults causing Malfunction
Indicator Light/driveability complaints. Use the Smoke Machine to help you find leaks.

Crankcase Ventilation System

A fault in this system can often mislead diagnosis. This type of fault can produce:
Please refer to the following Service Information Bulletins for details on the Crankcase
Ventilation System:
Mixture/misfire detected codes
Whistling noise

[mV]
5000

Performance/driveability complaints

Accelerator Pedal Position (PWG)

The Throttle Position Sensors can be tested
with the following methods:

B
2500

ISTA Status Page (approx.. 0.5V. to 4.5V)

IMIB Oscilloscope - Select from the
Present measurement which requires taking the measurement with the ECM and
the Universal Adapter connected to the
circuit as shown on the right).

500
0
0%

50%

100%

Throttle Valve (EDK)

Two integrated potentiometers provide voltage feedback signals to the ECM as the throttle plate is opened and closed.

U[V]
5V

Feedback signal 1 provides a signal

from approx. 0.5V (closed) to approx. 4.5
V (Full Throttle)
Feedback signal 2 provides a signal
from approx. 4.5V (closed) to approx. 0.5V
(Full Throttle)

0V
0%

50%

100%

23
Air Management

Hot-Film Air Mass Meter (HFM)

This component is non-adjustable and tampering is not permitted.
A faulty Hot-Film Air Mass Sensor can produce the following complaints:
Difficult To Restart When Engine Is Hot.
Engine Starts then Stalls.
Malfunction Indicator Light Illuminated.
Engine Starts and Runs Only With Accelerator Pedal Depressed.
The Hot-Film Air Mass Sensor can be tested with the following methods:
ISTA Fault Code and Component Testing.
ISTA Status Page
IMIB Oscilloscope-which requires taking the measurement with the ECM
and the Universal Adapter connected to the circuit (engine running).
Visually inspect the sensor for damaged, missing or blocked screens.
The screens affect air flow calibration. Also inspect the sealing rings
where the sensor inserts in the air filter housing and intake boot.
Ensure the pin connections are tight.

Idle Air Actuator

The Idle Air Actuator Valve and air circuit
(passage ways)should be checked for
physical obstructions. Visually inspect the
sealing gasket, mounting bracket and air
hose clamps.

B+

The resistance of the valve winding should

be checked.

Two Winding

The ECM output and Idle Speed Control

Valve operation can be tested by
Component Activation on ISTA.
The Pulse Width Modulation ground outputs from the ECM can be tested using
the IMIB Oscilloscope.
Consult Technical Data for specified idle
speed.
If the valve is blocked or contaminated,
an HFM fault code can also be present.
24
Air Management

Rotary
Slide

Air Temperature Signal

The HFM contains an integral air temperature
sensor. NTC sensors decrease in resistance as
the temperature rises and vice versa. The ECM
monitors the sensor voltage which varies as
temperature changes the resistance value. For
example, as temperature rises:
Resistance through the sensor decreases.
Voltage drop across the sensor decreases.
Input signal voltage also decreases (5-0V).
This sensor should be tested using:
ISTA Diagnostic Query
IMIB Multimeter (ohms)

25
Air Management

NOTES
PAGE
26
Air Management