VAZ 21121148200 THROTTLE POSITION SENSOR
Product Specifications
Product quality
OEM Equivalent Grade
Wholesale price USD
$1.37
Wholesale price CNY
¥9.24
bolt MOQ (Minimal order)
100 pcs
local_shipping Production time
35-40 days
package_2 Shipping Weight:
—
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Application (cross references) 6
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| VAZ | 21121148200 |
| VAZ | 21120114820000 |
| VAZ | 21120114820082 |
| VAZ | 0K01118911 |
| VAZ | 2112114820000 |
| MILES | APTP001 |
Overview & Operating Principle
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The THROTTLE POSITION SENSOR is a rotary position sensor mounted on the throttle body shaft that converts the angular position of the throttle plate into a continuous analogue voltage signal — or on modern drive-by-wire systems, a dual-channel redundant signal — that the ECU uses as the primary driver demand input for fuel injection quantity, ignition timing, idle speed control, transmission shift scheduling, traction control intervention thresholds, and cruise control engagement logic. On cable-operated throttle systems the sensor is a rotary potentiometer whose resistive wiper tracks a carbon resistive element as the throttle shaft rotates, producing a voltage that increases linearly from approximately 0.5V at the closed throttle idle position to approximately 4.5V at wide-open throttle; the ECU monitors this voltage continuously and uses the rate of change — throttle opening velocity — to determine whether to add an acceleration enrichment pulse to the base injection quantity. On electronic throttle control (ETC or drive-by-wire) systems the sensor is integrated into the throttle body as a dual-sensor assembly — two independent potentiometer or Hall-effect elements whose outputs move in opposite directions simultaneously, so the ECU can cross-check the two signals and detect any single-sensor fault before it can produce an unintended throttle response; on ETC systems the TPS also provides position feedback to the throttle motor control loop that physically positions the throttle plate in response to the accelerator pedal position sensor's demand signal.
This unit — VAZ 21121148200 — is manufactured to OEM-equivalent specifications: mounting hole pattern for throttle body attachment, shaft bore diameter and flat geometry for throttle shaft engagement, resistive track total resistance range and linearity, output voltage at idle and WOT positions, dual-channel signal inversion characteristic on ETC designs, connector pinout, and operating temperature range are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 1.37 USD, MOQ 100 pcs, production lead time 35-40 days.
Throttle position sensors fail through resistive track wear producing dead spots — positions in the throttle travel where the wiper loses contact with the track and the output voltage drops to zero momentarily before recovering — that the ECU interprets as sudden throttle closures causing hesitation, surging, and misfire; through connector pin corrosion that introduces resistance into the signal circuit and shifts the sensor's output voltage upward, causing the ECU to read a partially open throttle at rest; and through mechanical wear of the shaft bore that allows the sensor to shift angularly on the throttle shaft, moving the idle voltage outside the ECU's expected idle window and causing unstable idle control.
Symptoms & Diagnostics
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Hesitation, stumble, or engine surge during steady-throttle cruise or light acceleration — the symptom is intermittent and cannot be reproduced on demand — a worn resistive track with dead spots is producing momentary voltage dropouts as the wiper passes through the worn zone; confirm by monitoring TPS voltage on scan tool live data while slowly moving the throttle from idle to WOT — any voltage drop or flat spot that does not correspond to a smooth voltage increase confirms resistive track wear.
Check Engine light with TPS circuit codes P0120–P0124 — sensor circuit out of range, voltage too high, or voltage too low — the sensor output is outside the ECU's expected voltage window for any achievable throttle position; confirm by reading TPS voltage at closed throttle on scan tool live data — a serviceable sensor reads 0.45–0.55V at idle; values significantly outside this range with the throttle confirmed fully closed indicate sensor offset from drift, shaft angular misalignment, or connector resistance.
Unstable idle — idle speed hunting up and down rather than holding at the target RPM — the TPS idle voltage is drifting in and out of the ECU's closed-throttle reference window, causing the idle control system to alternate between increasing and decreasing the idle air bypass; the ECU cannot distinguish a real throttle movement from TPS noise and cannot hold a stable idle target; confirm by observing TPS voltage on live data at idle — stable voltage confirms the idle instability is not TPS-related; oscillating voltage confirms TPS instability.
Engine that enters limp-home mode with reduced power and a fixed idle — on ETC drive-by-wire systems — one of the dual TPS channels has failed or the two channels' voltages have moved outside their expected differential relationship; the ETC module detects the cross-check failure and restricts the throttle to a fixed safe opening to protect against unintended acceleration; confirm by reading both TPS channel voltages on scan tool live data — a serviceable dual sensor shows channels moving in exact opposition (one increasing as the other decreases by the same amount).
Hesitation specifically during rapid throttle opening from idle — the engine stumbles briefly before accelerating cleanly — the TPS's rate-of-change signal during rapid throttle opening is being interrupted by a dead spot at the beginning of the throttle travel range; the ECU misses the acceleration enrichment trigger and the engine runs momentarily lean during the demand transient; the symptom is reproducible by a quick sharp stab of the throttle from idle.
TPS voltage that reads correctly when the connector is wiggled gently but returns to an incorrect value when released — intermittent fault — a corroded or broken connector pin is producing a connection that depends on physical contact pressure; the intermittent nature makes the fault difficult to capture; spray electrical contact cleaner into the connector and wiggle the cable while monitoring TPS live data — a voltage change when the connector is moved confirms a wiring or connector fault rather than an internal sensor failure.
Logistics & Customs
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International HS Code
9031.80
EAEU Customs Code (TN VED)
9031 80 380 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
100 pcs
Production Lead Time
35-40 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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- Confirm supply voltage and reference ground at the TPS connector before condemning the sensor — the TPS requires a stable 5V reference supply and a clean ground from the ECU; a reference supply voltage that is not exactly 5.00–5.05V produces proportionally incorrect output voltages across the full throttle range; measure the reference voltage with a high-impedance multimeter; a low reference voltage from a faulty ECU voltage regulator will cause the same fault codes on any new sensor.
- On cable-operated throttle TPS replacement, align the sensor shaft bore to the throttle shaft flat before securing the mounting screws — the sensor body must rotate on the throttle shaft to the position where the idle voltage output is within the ECU's expected idle window (0.45–0.55V on most applications); loosen the mounting screws, connect the sensor, switch on the ignition, and rotate the sensor body slowly while monitoring TPS voltage on a multimeter or scan tool until the idle voltage is within specification; tighten the mounting screws at this position.
- On ETC integrated TPS replacement — where the sensor is part of the throttle body — perform the throttle body idle relearn procedure via scan tool after installation — the ECU stores the throttle plate's fully closed position reference as a factory learn value; replacing the throttle body with an integrated TPS clears this reference; the engine may idle erratically until the relearn procedure re-establishes the closed-throttle reference; the procedure typically involves holding the ignition on without starting for 15–30 seconds, then starting and idling for a specified warm-up period without any throttle input.
- Inspect the wiring connector for pin corrosion, bent pins, and cracked connector housing before fitting the new sensor — a corroded connector that caused the original voltage fault will produce the same drift and dead-spot symptoms on the new sensor from the first ignition-on cycle; clean corroded pins with electrical contact cleaner and a fine brush; replace the connector if any pin shows green corrosion or a broken retention tab that would allow moisture ingress.
- Do not use thread lock or sealant on the TPS mounting screws — the sensor must be rotatable on the throttle shaft during installation to achieve correct idle voltage alignment; thread lock applied before alignment prevents rotation and forces blind installation; tighten the mounting screws to the OEM torque specification (typically 2–4 Nm) using a calibrated torque screwdriver after the idle voltage is confirmed.
- Install the new THROTTLE POSITION SENSOR (VAZ 21121148200), clear all TPS fault codes, start the engine and confirm stable idle, monitor TPS voltage on scan tool live data through the full throttle sweep from idle to WOT confirming smooth linear voltage increase with no flat spots or dropouts, perform the throttle relearn procedure where required, and road test confirming no hesitation, surge, or limp-home activation before returning the vehicle to service.
Tools: high-impedance digital multimeter for reference voltage and TPS output measurement, OBD-II scanner with live TPS voltage data and relearn procedure capability, electrical contact cleaner, torque screwdriver (2–4 Nm) for sensor mounting.
Frequently Asked Questions
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How can a TPS dead spot be confirmed on the road before the vehicle is returned to the workshop for sensor replacement?
The most reliable in-field TPS dead spot test is to connect a scan tool with live TPS voltage display and have a second person operate the accelerator pedal from idle to WOT in a very slow, continuous sweep over 5–10 seconds while the technician watches the live voltage graph; a dead spot appears as a momentary voltage dropout — the line drops vertically to zero or near-zero before recovering — at the specific throttle angle where the wiper crosses the worn track zone. This test is more sensitive than a road test because the slow throttle sweep keeps the wiper at each angular position long enough for the dead spot to manifest; a rapid throttle snap may pass through the dead spot too quickly to produce a detectable hesitation. Alternatively, the same test can be performed with the engine off and ignition on by manually rotating the throttle shaft slowly. ok.parts supplies throttle position sensors at wholesale MOQ from 1.37 USD per unit.
Is a throttle body relearn or idle adaptation always required after TPS replacement, and how is it performed?
On cable-operated throttle systems with a mechanically separate TPS, the ECU adapts its idle fuel and air control to the new sensor's output voltage automatically during the first warm idle period after installation — no formal relearn procedure is required, but the idle voltage alignment described in the installation tips must be performed correctly before the adaptive learning can converge on the correct values. On ETC drive-by-wire systems where the TPS is integrated into the throttle body, replacing the complete throttle body clears the ECU's stored closed-throttle position reference and a formal relearn procedure is mandatory; the procedure varies by manufacturer but typically involves: ignition on without starting for 15–30 seconds; start engine; allow idle without touching throttle for 2–3 minutes; switch off; wait 10 seconds; restart and confirm stable idle. On some vehicles a manufacturer-specific scan tool command is required to initiate the relearn sequence explicitly.
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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| Part | Reason for Combined Replacement |
|---|---|
| Throttle Body OEM ref. varies by engine — ETC integrated designs | On ETC drive-by-wire throttle bodies where the TPS is integrated and non-separable, the complete throttle body must be replaced when the TPS has failed. On these designs the sensor is factory-calibrated to the specific throttle body's plate and bore geometry during manufacture — an aftermarket replacement TPS fitted to the original throttle body body without the factory calibration may produce systematic voltage offset errors that cause idle instability even when the sensor reads within its specification range. |
| Accelerator Pedal Position Sensor OEM ref. varies — ETC systems only | On ETC systems the accelerator pedal position sensor and the throttle position sensor are the two ends of the drive-by-wire control chain; a fault in either sensor produces an ETC fault code and limp-home restriction. When the TPS has been confirmed failed on an ETC system, inspect the APP sensor simultaneously — both sensors are critical safety elements and both should be confirmed serviceable before the vehicle is returned to normal operation; a marginal APP sensor that was previously masked by the TPS fault will produce a recall fault shortly after TPS replacement. |
| Idle Air Control Valve OEM ref. varies — cable throttle systems only | On cable-operated throttle systems where the TPS and the idle air control valve operate together to manage idle speed, a TPS that has been providing incorrect idle position data may have caused the IACV to accumulate significant adaptive correction values to compensate for the TPS error. After TPS replacement and idle voltage alignment, inspect the IACV for carbon deposit buildup that may prevent it from achieving the correct idle air bypass position required by the newly corrected TPS signal; clean or replace the IACV if idle stability does not improve after TPS replacement and adaptive value clearing. |