Hello and Happy Friday Lorenzo.
As a rule of thumb, when comparing thermistors, all one needs to know is its R25-value. This specified value is the prime indicator of what ya have. If the values are far apart like that, you know it needs to be sent back. However, I do understand it's not a great loss to test it.
Once you see a large delta like like that (5.07 vs. 1.57), it is known immediately that the scale isn't the same thus, no testing required really. However, one can test them in the bag via probing the connector through the sealed plastic bag.
This OEM component's setpoint is centered on 5K @ 25C (AMB). This is its R25 parameter value.
One of the other issues with choosing a thermistor is its B-parameter value. This affects the profile curve on the plotted graph of how the thermistor responds or rather, outputs, over the x and y axis. On the x-axis, one will find temperature. On the y-axis, one will find resistance.
Even if one finds a thermistor that outputs 5000 OHM @ 25C and meets that No 1 Prime Parameter Value as mentioned herein this particular post with regards to R25-value, one could be looking at some problems if the profile as well as other parameters aren't closely matched to OEM values.
By determining a minimum of two data points - (I use three) one can derive the missing parameter values that are needed to reverse engineer what the OEM designer chose for his or her circuit. Typically, one will want to know, in particular, the two data points at opposite ends of the range. This would be the lowest possible (MIN) measurement one can measure and conversely, the highest measurement one can measure (MAX).
Now, there's a warning here associated here that should be disclosed on what to avoid doing and that, is: exceeding its temperature rating thus incurring damage during test. Should one have an 85C or lower upper limit to which, is quite possible because, in auto HVAC, the upper temperature isn't where the design intent is centered around. Not in this case. They weren't concerned with cabin temp or temp of the air flowing out of the ducts during heat mode.
Engineers were concerned with preventing a catastrophic failure. This design is simply a thermostat failsafe design intent to prevent an ice-over condition from occurring at the EVAP core level thus why they chose a simplest design that was cheap to execute using a single sensor. Later models got more costly and started employing multiple sensors. In late 2006, Dodge changed the design to an air-flow sensor inside the HAA / HAD. They changed the thermistor type to an epoxy-based, bare air-flow sensor type. This is evident upon physical appearance. It is protected in an injection molded structure. It's the same type of component used in intake control systems just, sporting a different range of parameters (due to different applications).
We know the application is AUTO HVAC. One must first determine the component's upper limit and lower limit BEFORE testing to ensure its range isn't exceeded for, if exceeded, it will damage the component. Even if one had zero experience with electronic control systems, one can factor in logic and ask, what is the upper temperature (MAX) that the component may be subjected to and conversely, the lowest temperature it may be subjected to (MIN). We know that, in hot climates here in the US, upwards of 200F has been measured inside the cockpit and, in colder climates, -40 or colder has been noted. Knowing that, one can now, seek out a component that fits inside that window / range.
Typically, the range on thermistors for this type of application is -40 to 85C for these types of applications but, not always. Common ranges are -40 to 125C / -50 to 150C. That's the 101 standards but, again, depending on application and design intent, those ranges can swing widely depending on application intent. In order to figure out what Dodge Chrysler or, whomever they contracted to design the HVAC control system, one must test the OEM sensor to see what it does but, without damaging it.
In general, avoid placing or expose thermistors to liquids unless they're designed for that application. Typically a sealed bag is used to prevent intrusion. Probes which are potted inside metal probe housings are good for condensation but, not for immersion applications. If one were to subject this type of thermistor used in this HVAC application to extreme heat source such as a propane flame running at 1995C - immediate damage can occur within seconds. It's not designed for that type of application.
I'll be back in a separate post on those values that you kindly took the time to post to keep that separate from the Tech Info here.
Attention: TDR Forum Junkies 
