Catalog

BMW/MINI 13547810752 THROTTLE BODY

BMW/MINI 13547810752 THROTTLE BODY
BMW/MINI 13547810752 THROTTLE BODY
BMW/MINI 13547810752 THROTTLE BODY

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
10 sold
Wholesale price USD $40.27
Wholesale price CNY ¥273.6
bolt MOQ (Minimal order)
10 pcs
local_shipping Production time
51 days
package_2 Shipping Weight: 0.61 kg
add_shopping_cart BUY NOW
BMW/MINI 13547810752
Overview & Operating Principle
▲

The THROTTLE BODY is the electronically controlled air metering valve in the engine intake system that regulates the quantity of air entering the combustion chambers in response to driver torque demand and ECU load management strategies, replacing the mechanically cable-linked throttle plate of earlier designs with a fully drive-by-wire electronic actuation system on all current production engines. The assembly consists of a cast aluminium or polymer housing with a precision-bored air passage, a butterfly valve plate that rotates from closed to fully open on a shaft supported by two sealed bearings, a DC motor or stepper motor that drives the shaft through a reduction gear train, and a dual-track throttle position sensor — two independent potentiometer tracks wired in opposite polarity — that provides the ECU with continuous plate angle feedback for closed-loop position control and cross-checks the two signals against each other to detect sensor failures. At idle and light load the ECU commands a very small throttle opening — often just 3–8 degrees — that is precisely maintained by the servo loop; the idle air control function that required a separate bypass valve on older engines is entirely managed by the electronic throttle body on modern designs. The ECU additionally uses the throttle body for active engine braking management, torque reduction during ABS and traction control interventions, and smooth torque coordination during automatic transmission gearshifts.

This unit — BMW/MINI 13547810752 — is manufactured to OEM-equivalent specifications: bore diameter, motor voltage and gear reduction ratio, dual-track TPS output voltage range and cross-track relationship, bearing preload, default limp-home spring position, housing port dimensions and gasket face, and connector pinout are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 40.27 USD, MOQ 10 pcs, production lead time 51 days.

Throttle bodies fail through carbon deposit accumulation on the bore walls and plate edge from crankcase breather vapour, causing the plate to stick at small openings and producing erratic idle; TPS potentiometer track wear producing dead spots or offset voltage that the ECU misinterprets as incorrect plate position; gear train wear causing position hunting; and motor winding failure. Before replacing the throttle body, always attempt chemical cleaning of the bore and plate with dedicated throttle body cleaner — carbon fouling is the most common cause of erratic idle and can be resolved without component replacement on many vehicles, provided the TPS and motor are electrically serviceable.

Symptoms & Diagnostics
▲
Erratic or hunting idle that fluctuates between 400 and 1,200 RPM irregularly — carbon deposits on the bore wall adjacent to the plate edge are causing the plate to stick momentarily at the idle position; the ECU commands more opening to recover RPM, the plate breaks free and the engine over-revs, then the cycle repeats; confirm by inspecting the bore for visible carbon coating.
Check Engine light with throttle position sensor codes P0120–P0124 or P0220–P0224 — one or both TPS tracks are out of range, producing a signal the ECU cannot validate; the ECU defaults to limp-home mode with fixed throttle opening and reduced engine output; confirm which track has failed by monitoring both TPS voltages on scan tool live data while manually moving the throttle plate.
Engine entering limp-home mode with reduced power and a fixed throttle response that does not vary with pedal input — the ECU has detected a TPS signal fault or motor drive fault and has locked the throttle at a fixed safe opening; the engine is driveable at reduced speed but will not respond normally to the accelerator pedal until the fault is resolved and the throttle body adapted.
Throttle plate that does not return to its default rest position when power is removed — the default limp-home spring that holds the plate at the partial-open safety position has broken or the return mechanism has seized; a throttle body without a functional return spring is a safety hazard as it may not close correctly in the event of an electrical fault.
Rough idle and increased fuel consumption after cleaning the throttle body without performing a throttle body adaptation reset — the ECU retains the old learned idle correction values that were accumulated to compensate for the carbon-fouled bore; these values are incorrect for the clean bore and cause the ECU to command an incorrect idle airflow; always perform a throttle body adaptation after cleaning or replacement.
Stalling at idle or on deceleration to a stop specifically in cold ambient conditions — carbon deposits that are soft enough to allow correct plate movement when warm become rigid when cold, causing the plate to stick closed at the idle position; the fault clears as the engine warms and the deposits soften, masking the fault until the next cold start.
Logistics & Customs
▲
International HS Code
8409.99
EAEU Customs Code (TN VED)
8409 99 000 9
Typical Net Weight
0.61 kg
Country of Manufacture
China
Standard MOQ
10 pcs
Production Lead Time
51 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
▲
  1. Disconnect the negative battery terminal before removing the throttle body — the throttle body motor and TPS are live circuits with the ignition on; disconnecting the battery prevents accidental motor activation during installation that could trap fingers in the gear train, and clears the ECU's learned throttle position values to prepare for the adaptation procedure required after fitting the new unit.
  2. Clean the intake manifold mating face thoroughly after removing the old throttle body — the gasket face on the manifold must be flat and clean for the new gasket to seal correctly; an uneven or contaminated face allows unmetered air to bypass the throttle plate at the gasket joint, producing the same lean idle and TPS fault symptoms as a failed throttle body and making post-installation diagnosis impossible.
  3. Do not spray throttle body cleaner into the new unit's bore before or during installation — dedicated throttle body cleaner contains solvents that dissolve the lubricant on the new throttle plate shaft bearings and may attack the TPS potentiometer track coating; clean only the intake manifold mating face and port with cleaner; the new throttle body bore requires no pre-cleaning.
  4. Fit a new gasket between the throttle body and intake manifold — never reuse the old gasket; a compressed or distorted old gasket creates an air leak that the ECU cannot distinguish from a TPS signal fault, causing the same limp-home mode and idle fault codes that prompted the throttle body replacement; always use the gasket supplied with the replacement unit or an OEM-equivalent part.
  5. Torque all mounting bolts evenly in a diagonal sequence to OEM specification — throttle body mounting bolts thread into aluminium manifold material; overtightening strips the threads and distorts the throttle body flange; undertightening allows the gasket to relax under thermal cycling and produces a leak after the first heat cycle; use a torque wrench and the OEM value — typically 8–12 Nm.
  6. Install the new THROTTLE BODY (BMW/MINI 13547810752), reconnect the battery, perform the throttle body adaptation procedure via scan tool or the ignition-key sequence specified in the vehicle service data to allow the ECU to learn the new unit's closed-position reference and full-travel end-stop values, clear all stored fault codes, start the engine and confirm stable idle at the correct RPM, and verify throttle response is smooth and linear throughout the full pedal travel range before returning the vehicle to service.
Tools: OBD-II scanner with throttle body adaptation function, torque wrench, new throttle body gasket, intake manifold gasket scraper, electrical contact cleaner for connector pins.
Frequently Asked Questions
▲
Is a throttle body adaptation procedure always required after replacement, and what happens if it is skipped?
Throttle body adaptation is mandatory on all drive-by-wire engines after any throttle body replacement or cleaning. The ECU stores learned values for the closed-position voltage of each TPS track and the full-open end-stop position — these values are unique to each individual throttle body due to manufacturing tolerances in the gear train and TPS track. Without adaptation the ECU commands incorrect plate positions at idle, causing erratic idle RPM, stalling, and persistent TPS-related fault codes even with a fully serviceable new unit installed. The adaptation procedure is performed via a scan tool service function or a specific ignition-on/off sequence specified in the vehicle service data and takes less than two minutes. ok.parts supplies throttle bodies at wholesale MOQ from 40.27 USD per unit.
Should carbon cleaning always be attempted before condemning and replacing the throttle body?
Yes — carbon cleaning should always be the first intervention for erratic idle and carbon-related symptoms before replacement is considered. Spray dedicated throttle body cleaner onto a clean cloth and wipe the bore walls and plate edge with the engine off and the plate held open manually; never spray cleaner directly into the bore with the engine running as the sudden solvent ingestion causes the engine to stall violently and can hydrolock if excessive cleaner enters the cylinder. After cleaning, always perform a throttle body adaptation reset. If the fault code is a TPS signal range or motor drive fault rather than a carbon-related idle complaint, cleaning will not resolve the fault and replacement is the correct procedure.
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
▲
PartReason for Combined Replacement
Throttle Body Gasket
Application-specific fibre or rubber gasket		The throttle body gasket is a single-use sealing element that must be replaced every time the throttle body is removed. A reused compressed gasket creates an air leak between the throttle body and intake manifold that the MAF sensor cannot measure, producing lean fuelling and erratic idle that mimics a faulty throttle body or MAF sensor. Always fit a new gasket — the cost is negligible and the consequences of reuse are a diagnostic dead end.
Mass Air Flow Sensor
OEM ref. varies by engine		A contaminated MAF sensor that is under-reading airflow produces the same erratic idle and lean fuel trim symptoms as a fouled throttle body. If the throttle body cleaning or replacement does not fully resolve idle quality, inspect the MAF sensor output on live scan tool data before concluding the repair — a MAF sensor reading consistently below the known-good reference value at idle requires replacement to restore correct fuelling alongside the new throttle body.
Intake Air Duct
Rubber or silicone duct between MAF and throttle body		A cracked or split intake duct between the MAF sensor and the throttle body allows unmetered air into the engine that causes lean fuelling and idle instability indistinguishable from a throttle body fault. Inspect the full duct length and all clamp joints during throttle body access — a duct with surface cracks or loose clamps should be replaced simultaneously with the throttle body to eliminate air leaks as a remaining variable after the repair.