C150B – Right front tire pressure trigger module voltage high (Dodge)

C150B means the tire pressure monitoring system may not “wake up” or communicate correctly at the right-front wheel area, so the dash may show a TPMS warning or an incorrect tire reading. You can usually still drive, but you lose reliable low-tire alerts. This is a Dodge manufacturer-specific chassis code, and Dodge can define it differently across platforms. According to Dodge factory diagnostic data, this code indicates the right front tire pressure trigger module voltage is reading high. In plain terms, a control module saw a higher-than-expected voltage on the trigger module circuit. That points to a circuit condition, not a guaranteed bad part.

C150B Quick Answer

C150B on a 2007 Dodge Charger sets when the vehicle detects a “voltage high” condition on the right front tire pressure trigger module circuit. Focus first on wiring, connector condition, and power/ground integrity before replacing any TPMS-related module.

What Does C150B Mean?

Official definition: “Right front tire pressure trigger module voltage high.” The module that oversees tire pressure functions flagged the right-front trigger module circuit because voltage stayed too high compared to what it expects. In practice, the system may fail to trigger, learn, or reliably read the right-front tire sensor. The TPMS warning can turn on, or the tire location data can become unreliable.

What the module actually checks: it monitors the trigger module’s power, ground, and signal control circuit behavior during self-tests and commanded operation. Why that matters: “Voltage high” usually points to an open ground, an open load, a short to power, or high resistance in a connector. It does not prove the trigger module failed. Per SAE J2012 diagnostic guidance, the DTC identifies a suspected trouble area. You confirm the root cause with circuit tests and module command checks.

Theory of Operation

Under normal operation, Dodge’s TPMS uses wheel-mounted sensors and a receiving module to monitor tire pressures. Some platforms also use a trigger or exciter function near a wheel to wake a sensor or support location learning. The system expects stable module power and ground. It also expects the control and feedback circuits to switch within a normal range during commanded tests.

C150B sets when the controller sees the right-front trigger module circuit stay higher than expected. An open ground commonly causes that result. A short to battery voltage can do it too. Connector corrosion can mimic a high-voltage fault because it interrupts current flow. The controller reads high because the circuit cannot pull down under load during its check.

Symptoms

You will usually notice TPMS-related warnings or unreliable tire information when this code sets.

• TPMS lamp illuminated or flashing, then staying on
• Tire display right-front pressure missing, dashes shown, or incorrect location
• Message center “Service TPMS” or similar warning message
• Intermittent operation warning clears and returns after bumps, rain, or temperature changes
• Relearn failure TPMS sensor learn or location learn will not complete
• Stored code C150B returns quickly after clearing
• No other drivability issues engine and transmission feel normal, but TPMS remains unreliable

Common Causes

• Short to voltage on the trigger module supply or signal: Chafed insulation or pin-to-pin contact can drive the monitored line high and set a voltage-high fault.
• High-resistance ground in the trigger module circuit: Corrosion or a loose ground eyelet reduces return current and makes the module’s effective voltage read high.
• Connector water intrusion at the right front trigger module or inline connector: Moisture can bridge terminals and pull the circuit toward power, especially after pressure washing or wet roads.
• Terminal fretting or poor pin fit at the module connector: Micro-movement at the connector increases resistance and can create unstable, elevated voltage readings.
• Harness damage near the right front wheelhouse: Tire debris and suspension travel can rub through loom and contact a powered circuit.
• Incorrect power feed from a shared fused circuit: A backfeed from another component on the same fuse can bias the trigger module voltage high.
• Aftermarket electrical accessory interference: Splices for alarms, remote start, or lighting can introduce backfeed or poor grounds in nearby chassis wiring.
• Trigger module internal fault: Internal regulator or input conditioning failure can report a high-voltage condition even when the external circuit tests correctly.

Diagnosis Steps

Use a scan tool that can read Dodge chassis/TPSM data and run a full DTC report. You also need a digital multimeter, a test light or fused jumper, and basic back-probing tools. Plan to do voltage-drop tests with the circuit powered. Have wiring diagrams and connector views for the 2007 Charger platform you are servicing.

1. Confirm DTC C150B and document stored vs pending status. Record freeze frame conditions, especially battery voltage and ignition state when the code set. Also capture any related TPMS, wheelhouse, or chassis power/ground codes. Freeze frame shows when the fault set. A scan-tool snapshot helps catch an intermittent during a wiggle test or road test.
2. Perform a fast visual inspection before meter work. Check the right front wheelhouse area for rubbed loom, missing retainers, and evidence of impact. Look for water trails, green corrosion, or pushed-out terminals at accessible connectors in the right front harness run.
3. Check fuses and power distribution feeding the tire pressure trigger module circuit. Verify each related fuse supplies power under load, not just continuity. Use a test light or loaded voltage check at the fuse output. A fuse can look good and still drop voltage under load due to heat damage at the terminals.
4. Verify the module power and ground integrity with voltage-drop testing under load. With ignition ON and the circuit active, measure voltage drop from battery positive to the module power feed. Then measure from the module ground to battery negative while the circuit operates. Keep ground drop below 0.1 V. A high-resistance ground often creates “voltage high” complaints without blowing a fuse.
5. Use the scan tool to view TPMS/trigger module related PIDs, if available for this Dodge. Focus on reported trigger module voltage or status fields and any right front trigger activation commands. Compare key-on voltage behavior to other corners if the scan tool exposes comparable data. Do not assume symmetry unless service information confirms the architecture.
6. Key ON, back-probe the suspected trigger module voltage-related circuit at the module connector. Compare the measured voltage to expected system behavior from service information. If the reading stays high when you disconnect the module, suspect a short to voltage or backfeed in the harness. If the voltage normalizes when disconnected, the module or connector terminals become the prime suspects.
7. Isolate shorts and backfeeds methodically. Unplug nearby inline connectors and related components on the same branch to see when the high voltage disappears. Use a fused jumper or test light as a current limiter when checking for unintended power on the line. Avoid using ohms checks on a powered circuit.
8. Inspect connector terminals with purpose, not guesswork. Check for spread terminals, poor pin tension, fretting marks, and moisture staining. Lightly tug each wire at the rear of the connector to find broken strands under the insulation. Repair terminal fit issues before replacing any component.
9. Wiggle test the harness while monitoring live data and meter readings. Move the harness near the strut tower, inner fender, and wheelhouse pass-through points. Use a scan-tool snapshot to capture the exact moment the voltage spikes or the status flips. This separates a real harness fault from a one-time low battery event.
10. After repairs, clear DTCs and run a verification cycle. Key cycle and confirm the code does not return immediately. If the monitor behaves like a continuously monitored circuit, a hard fault will often reset on key-on. Finish with a short road test and re-scan to confirm no pending or stored C150B returns.

Professional tip: Treat “voltage high” as a circuit behavior, not a parts verdict. On Dodge chassis wiring, a weak ground or connector fretting can bias a module input high and look like a failed module. Prove power quality with voltage-drop under load first, then isolate the harness for shorts or backfeed with connectors unplugged one at a time.

Possible Fixes

• Repair chafed wiring or short-to-voltage points: Restore insulation, replace damaged sections, and secure the harness away from tire and suspension movement.
• Clean and restore ground integrity: Remove corrosion, tighten fasteners, and confirm less than 0.1 V ground drop with the circuit operating.
• Correct connector terminal issues: Remove moisture, replace damaged terminals, and fix poor pin tension to prevent intermittent high-voltage readings.
• Repair power feed or backfeed condition: Correct misrouted power, damaged fuse terminals, or aftermarket splice issues that bias the circuit high.
• Replace the right front tire pressure trigger module only after circuit proof: Replace the module only when power/ground and signal wiring test good and the fault follows the module.

Can I Still Drive With C150B?

You can usually drive a 2007 Dodge Charger with C150B, since this code targets the tire pressure trigger module voltage signal, not engine or brake control. Expect reduced TPMS function, warnings, or an inoperative relearn/trigger routine. Treat it as a safety-related convenience issue, because you lose early warning of a low tire. Do not ignore tire condition. Manually check and set all four tire pressures with an accurate gauge before driving, and inspect the right front tire for damage. If the TPMS warning stays on and the right front tire shows abnormal wear, vibration, or heat, stop and correct the tire problem first.

How Serious Is This Code?

C150B ranges from minor to moderate in seriousness. It often becomes an inconvenience when the TPMS warning stays on but the tires hold pressure. It becomes a safety concern when you rely on TPMS to catch a slow leak, because the system may not warn you promptly. This code does not normally create a drivability symptom by itself. It also does not indicate a brake or stability control fault on its own. Still, voltage-high faults point to an electrical issue that can spread. A short to power or water intrusion can damage wiring or connectors if you ignore it.

Common Misdiagnoses

Many misdiagnoses happen because technicians treat C150B like a failed wheel sensor. On this Dodge-specific chassis code, the description points to the right front tire pressure trigger module voltage reading, not proof of a bad tire pressure sensor. Another common mistake involves skipping circuit checks and replacing the TPMS sensor, receiver, or trigger hardware first. Voltage-high codes frequently come from a rubbed-through harness contacting a power feed, or corrosion bridging terminals. Shops also miss intermittent faults by testing with the connector unplugged, which removes the load. Confirm the fault with key-on wiggle testing, voltage-drop checks under load, and scan-tool data before ordering parts.

Most Likely Fix

The most common confirmed repair directions for C150B involve correcting the electrical cause of an abnormally high voltage seen on the right front trigger module circuit. Start by repairing chafed wiring or a short-to-voltage near the right front wheel area, then clean and reseat the affected connectors. If wiring integrity checks pass and the scan tool still shows an implausible high voltage on the trigger module circuit, the next step often involves replacing the suspect trigger-related module or component and then verifying operation with a functional TPMS trigger/relearn routine. Do not treat module replacement as certain until you prove power, ground, and signal integrity.

Repair Costs

Repair cost depends on whether the confirmed root cause is wiring, connector condition, a sensor, a module, or the labor needed to diagnose the fault correctly.

Last updated: March 31, 2026