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CHRYSLER 5033313AA SENSOR WATER TEMPERATURE

CHRYSLER 5033313AA SENSOR WATER TEMPERATURE

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
200 sold
Wholesale price USD $0.98
Wholesale price CNY ¥6.6
bolt MOQ (Minimal order)
200 pcs
local_shipping Production time
45 days
package_2 Shipping Weight: 0.013 kg
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CHRYSLER 5033313AA
CHRYSLER 05033313AA
Overview & Operating Principle
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The SENSOR WATER TEMPERATURE is a negative temperature coefficient (NTC) thermistor sensor threaded into the engine coolant circuit — typically in the thermostat housing, cylinder head water jacket, or coolant outlet pipe — whose electrical resistance decreases predictably and non-linearly as coolant temperature increases, providing the ECU and instrument cluster with a continuous analogue voltage signal that represents the engine's thermal state for fuel injection management, ignition timing, fan control, thermostat monitor function, and temperature gauge display. The sensor consists of a sintered metal oxide thermistor bead with a precisely characterised resistance-temperature curve — typically 2,000–3,000 ohms at 20°C cooling down to 150–300 ohms at 80°C operating temperature — encapsulated in a brass or stainless steel housing with a machined thread for coolant circuit installation and sealed against coolant ingress by the thread engagement and a copper or aluminium sealing washer. The ECU supplies a fixed reference voltage — typically 5V — through an internal pull-up resistor to the sensor signal wire; as the sensor resistance decreases with temperature, more current flows and the voltage measured at the ECU input falls proportionally, providing the temperature-to-voltage conversion the ECU uses for all coolant-temperature-dependent functions.

This unit — CHRYSLER 5033313AA — is manufactured to OEM-equivalent specifications: NTC resistance-temperature curve and calibration tolerance, housing thread size and pitch, overall insertion depth, sealing washer type, operating pressure rating, and connector pinout are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 0.98 USD, MOQ 200 pcs, production lead time 45 days.

Coolant temperature sensors fail through thermistor element drift from prolonged operation in degraded acidic coolant that attacks the bead's sintered oxide surface, producing a resistance offset that causes the ECU to receive an incorrect temperature — either systematically high or low relative to actual coolant temperature; through connector pin corrosion from underbonnet moisture producing a high-resistance connection that the ECU interprets as an abnormally cold engine; and through thread seal failure causing a coolant leak around the sensor body. A sensor reading lower than actual temperature is the most damaging failure mode because it causes the ECU to apply cold-start enrichment and retarded ignition timing continuously, increasing fuel consumption, increasing emissions, and preventing the thermostat monitor from confirming warm-up completion.

Symptoms & Diagnostics
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Check Engine light with coolant temperature sensor codes P0115–P0119 — sensor circuit out of range, stuck high, or stuck low — the sensor resistance is outside the ECU's valid range for any physically achievable temperature; confirm by measuring sensor resistance at the connector with the engine cold and comparing against the sensor's resistance-temperature specification — a value significantly outside the published range confirms sensor element failure.
Temperature gauge reading permanently cold or permanently at maximum despite the engine reaching normal operating temperature — a sensor stuck at maximum resistance (open circuit) reads as an extremely cold engine to the ECU and pegs the gauge at cold; a sensor stuck at near-zero resistance reads as an overheated engine and pegs the gauge at maximum; distinguish the two by reading actual coolant temperature on a scan tool live data screen.
Thermostat monitor fault code P0128 (coolant temperature below thermostat regulating temperature) stored despite a confirmed serviceable thermostat — a sensor reading systematically low due to resistance drift is causing the ECU to see the coolant as permanently below the thermostat opening temperature; the ECU monitors warm-up rate and compares against its model — a drifted sensor produces a warm-up profile that appears too slow, triggering the thermostat monitor fault.
Rich running, increased fuel consumption, and black smoke from the exhaust that does not clear after the engine warms up — a sensor reading lower than actual temperature is keeping the ECU in cold-start enrichment mode indefinitely; the ECU is supplying excess fuel based on the false low-temperature signal; confirm by comparing the sensor's live resistance reading against the published resistance-temperature curve at the actual measured coolant temperature.
Cooling fan running continuously at all times including immediately after a cold start — a sensor or circuit fault causing the ECU to receive an open-circuit or maximum-voltage signal interprets the condition as engine overtemperature and commands full cooling fan operation as a protection measure; the fan will run continuously until the fault is resolved and the code cleared.
Coolant leak at the sensor body or at the thread engagement zone — the sensor thread seal washer has been compressed past its elastic limit from overtightening, or the sensor boss in the housing has cracked; a coolant leak at the sensor body requires sensor replacement as the sealing washer is integral to the sensor assembly and cannot be separately replaced on most designs.
Logistics & Customs
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International HS Code
9025.19
EAEU Customs Code (TN VED)
9025 19 800 0
Typical Net Weight
0.013 kg
Country of Manufacture
China
Standard MOQ
200 pcs
Production Lead Time
45 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Allow the engine to cool fully before removing the coolant temperature sensor — the sensor is installed in the highest-temperature zone of the cooling circuit; removing it from a hot, pressurised system releases a jet of coolant at 110–120°C causing severe burns; always confirm the system is cold and the expansion tank cap releases without pressure before loosening the sensor; partial coolant drainage is not required if the sensor is replaced quickly with the engine cold.
  2. Verify the fault is in the sensor rather than the wiring before removal — with the connector disconnected, measure resistance across the sensor terminals with a multimeter and compare against the published resistance-temperature specification at the current ambient temperature; a sensor reading within 5% of specification has not failed internally and the fault is in the wiring or connector; replacing a serviceable sensor wastes cost and risks coolant loss without resolving the fault.
  3. Use the correct sensor socket to remove and install the sensor — coolant temperature sensors use a thin-wall hex that is easily rounded by standard sockets; a dedicated sensor socket with the correct hex size and wall thickness prevents rounding; apply penetrating oil to the sensor thread and allow to soak if the sensor shows thread corrosion before attempting removal with force.
  4. Apply PTFE tape or the specified thread sealant to the sensor thread before installation only where the OEM specification requires it — many modern coolant temperature sensors seal on a copper or aluminium crush washer without additional thread sealant; applying PTFE tape to a crush-washer-sealed sensor prevents the washer from seating correctly and may cause a coolant leak; confirm the correct sealing method from the OEM parts data before applying any sealant.
  5. Torque the new sensor to OEM specification using a torque wrench — typically 15–25 Nm; undertightening produces a coolant leak; overtightening cracks the sensor boss in aluminium housings or strips the aluminium thread in the housing, requiring housing replacement; never tighten by feel on an aluminium housing boss.
  6. Install the new SENSOR WATER TEMPERATURE (CHRYSLER 5033313AA), reconnect the wiring connector, top up any coolant lost during replacement, start the engine and monitor the sensor signal on scan tool live data — confirm the resistance decreases smoothly as the engine warms up and the temperature reading matches a calibrated reference thermometer applied to the coolant at the expansion tank; clear all stored fault codes after confirming correct sensor operation.
Tools: thin-wall sensor socket of correct hex size, torque wrench (15–25 Nm range), multimeter for resistance verification, OBD-II scanner with live coolant temperature data, PTFE tape or sealant where OEM-specified, coolant for level top-up.
Frequently Asked Questions
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How can a drifted coolant temperature sensor be confirmed as the fault when the resistance reads plausible values?
Sensor drift produces a resistance offset rather than an out-of-range reading, making it the most difficult CTS failure mode to detect with a simple resistance check. The definitive test is to compare the sensor's live resistance reading against an independent temperature measurement at the same coolant location. Place a calibrated contact thermometer or infra-red thermometer on the thermostat housing body with the engine fully warmed up, note the actual surface temperature, then read the sensor resistance from the scan tool live data and calculate the equivalent temperature from the published resistance-temperature curve for this sensor. A discrepancy of more than 5°C between the two readings confirms sensor drift. ok.parts supplies coolant temperature sensors at wholesale MOQ from 0.98 USD per unit.
Does the engine require any adaptation or relearning after coolant temperature sensor replacement?
No ECU adaptation procedure is required after coolant temperature sensor replacement on most engines — the ECU reads the sensor signal directly and responds in real time without stored calibration values specific to the sensor. However, two follow-up procedures are important: first, clear all stored fault codes after installation as some codes stored before the repair may affect fuel trim and idle strategy if not cleared; second, on engines with a thermostat monitor function, drive a complete cold-to-warm warm-up cycle to allow the ECU to confirm the new sensor's warm-up rate matches its internal model and clear the P0128 thermostat monitor code if it was present before the repair.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Thermostat and Housing Gasket
OEM ref. varies by engine		The coolant temperature sensor is mounted in or adjacent to the thermostat housing on most engines and is disturbed during thermostat housing removal. A sensor that has been operating in degraded coolant alongside a failed thermostat will have the same coolant-induced resistance drift as one that presents independently — replacing both simultaneously during a single cooling system service eliminates the possibility of a sensor fault masking a thermostat fault or vice versa, and confirms the complete temperature measurement and control chain is renewed.
Coolant (Engine Antifreeze)
OAT or HOAT per OEM specification		Coolant temperature sensor NTC element drift is primarily caused by prolonged exposure to acidic, depleted coolant whose pH has dropped below the sensor's rated tolerance. Replacing the sensor without renewing the coolant leaves the new sensor operating in the same chemical environment that degraded the original — the new sensor will drift at the same rate. Always renew the coolant simultaneously with the sensor when drift-related failure is confirmed.
Wiring Harness Connector Repair Kit
Application-specific 2-pin connector and seal		Coolant temperature sensor connector pins corrode from underbonnet moisture, producing a high-resistance connection that the ECU interprets as an abnormally cold engine — the same symptom as a failed sensor. If connector pin corrosion is found when the sensor is removed, clean and inspect the connector pins and replace the connector if any pin shows green corrosion or damaged sealing — a corroded connector will produce the same intermittent fault on the new sensor within a short operating period.