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

Dodge-specific code — factory diagnostic data

Last updated: April 10, 2026

Definition source: Dodge factory description · Autel MaxiSys Ultra & EV. Diagnostic guidance is based on factory-defined fault logic for this code.

C150B means the Dodge Charger has a fault that can reduce TPMS accuracy for the right front wheel area. You may see a tire pressure warning, or the system may fail to update tire pressure readings correctly. This is a manufacturer-specific Dodge chassis code, so the exact test logic can vary by platform. According to Dodge factory diagnostic data, this code indicates the right front tire pressure trigger module circuit voltage is too high. In plain terms, a module involved in “waking up” or triggering the right front tire sensor reports an abnormally high voltage condition. That points you toward circuit checks first, not instant part replacement.

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C150B Quick Answer

C150B on a Dodge Charger means the system detected a high-voltage condition in the right front tire pressure trigger module circuit. Start with wiring, connector condition, power/ground integrity, and harness routing checks before replacing any module.

What Does C150B Mean?

Official definition: “Right front tire pressure trigger module voltage high.” The module set this code when it saw voltage higher than expected on the right front trigger module circuit. In practice, the TPMS may not properly wake the right front tire sensor. That can cause delayed, missing, or unreliable pressure updates.

What the module is checking: Dodge monitors the trigger module’s electrical state, not just tire pressure data. The controller expects a normal voltage range during operation and self-tests. Why it matters: A “voltage high” DTC usually points to an electrical cause first. Think open grounds, shorts to voltage, corrosion, or backfed power. Per SAE J2012 guidance, the DTC names the suspected trouble area. It does not prove a trigger module failed.

Theory of Operation

On Dodge TPMS systems, each tire has a pressure sensor that transmits radio data. The vehicle uses receivers and related hardware to capture and interpret those signals. Some platforms also use a “trigger” function to wake a sensor or confirm wheel position during learning and service routines.

For C150B, the controller sees the right front trigger module circuit voltage stay too high. A short to battery voltage can cause that. A missing ground can also push measured voltage high under load. Connector fretting, water intrusion, or harness damage near the wheelhouse often creates the exact electrical condition that trips this code.

Symptoms

Drivers and technicians usually notice TPMS-related warnings or missing updates first.

• TPMS warning on the cluster, sometimes intermittent
• Right-front reading delayed, missing, or slow to update after driving
• Service message related to tire pressure monitoring or sensor learn
• Intermittent operation that changes with rain, car washes, or temperature swings
• Relearn failure when attempting a TPMS retrain or sensor verification routine
• Stored history code that returns quickly after clearing
• No drivability change in engine or transmission operation

Common Causes

• Short to B+ on the trigger module supply or signal: Chafed wiring can contact a powered feed and drive the module input above the expected range.
• High-resistance ground at the right front trigger module: Corrosion or a loose ground forces the module reference to float, which can make the monitored voltage read high.
• Water intrusion in the right front wheelhouse connector: Moisture wicks into terminals and creates leakage paths that elevate the sensed voltage.
• Connector terminal damage or poor pin fit: Spread terminals and fretting corrosion raise resistance and destabilize voltage, especially during vibration.
• Incorrect back-probe or aftermarket accessory tie-in: Added devices can backfeed voltage into the circuit and trigger a “voltage high” decision.
• Intermittent open in the ground or reference circuit: A momentary open can remove the proper reference and make the input appear high to the module.
• Power distribution issue feeding multiple chassis loads: A fault in a shared splice or junction can raise or distort the supply to the trigger module.
• Internal fault in the right front tire pressure trigger module: A failed internal regulator or input stage can report a high-voltage condition even with correct wiring.

Diagnosis Steps

You need a scan tool that can read Dodge chassis DTCs and display related data and module status. Use a DVOM with a min/max feature, and have back-probes and a terminal inspection light. A wiring diagram and connector views matter here. Plan to do voltage-drop tests under load, not only continuity checks.

1. Confirm C150B and record DTC status as pending, stored, or confirmed. Save freeze frame data if available. For this circuit-type fault, focus on battery voltage, ignition state, vehicle speed, and any TPMS or chassis-related companion codes. Clear nothing yet.
2. Do a fast visual inspection of the right front wheelhouse harness path before meter work. Look for rub-through at the liner, control arm area, strut, and any clips. Check for signs of recent tire or suspension service that could pinch wiring.
3. Check fuses and power distribution that feed the tire pressure trigger system. Verify each related fuse carries power on the correct ignition state. Load-test the fuse output with a test light or fused jumper load. Do not rely on a visual fuse check.
4. Verify module power and ground under load at the right front trigger module connector. Keep the circuit operating, then voltage-drop test the ground. Accept less than 0.1V drop from module ground to battery negative with the circuit powered. Next, voltage-drop test the power feed from battery positive to the module power terminal.
5. Inspect the trigger module connector and terminals closely. Disconnect the connector and look for green corrosion, water tracks, pushed-out pins, or heat damage. Check pin tension with the correct mating test probe. Repair terminal fit issues before replacing any module.
6. Check for a short to B+ on the monitored circuits. With the connector unplugged, measure each suspect circuit to battery positive. A low-resistance path indicates a short or backfeed. If you suspect an intermittent short, wiggle the harness while watching the DVOM min/max.
7. Check for an intermittent open on the ground or reference side. Perform a loaded ground test with a headlamp bulb or other suitable load. Flex the harness and tap the connector while monitoring voltage drop. An open can mimic “voltage high” by removing a stable reference.
8. If the circuit layout uses a shared splice, inspect and test it. Backprobe on both sides of the splice and compare voltage drop under load. A corroded splice can create odd voltage behavior that looks like a module fault.
9. Use the scan tool to compare related TPMS or chassis inputs during a key-on and a short road test. If the scan tool supports it, record a snapshot. Freeze frame shows the conditions when C150B set. A snapshot catches the moment an intermittent fault occurs during your harness wiggle or drive.
10. Clear codes and run a confirmation check. Cycle the ignition and recheck for immediate return. A hard fault often returns right away on key-on. If the code was pending, remember some Dodge monitors may need two consecutive trips to confirm a stored code, while a continuously monitored circuit fault may re-set immediately when present.

Professional tip: Treat “voltage high” as an electrical integrity problem first. Prove the power and ground with voltage-drop under load, then prove the circuit has no backfeed. Only after those tests pass should you suspect an internal trigger module fault. That order prevents repeat comebacks on a Dodge Charger after a quick parts swap.

Possible Fixes

• Repair chafed wiring and restore proper routing: Fix any short to B+ or rubbed-through insulation, then secure the harness with correct retainers.
• Clean, dry, and re-terminate affected connectors: Remove corrosion, repair water intrusion sources, and replace damaged terminals with proper crimping tools.
• Restore ground integrity at the module: Tighten and clean ground points and verify less than 0.1V drop under load after repair.
• Correct power distribution faults: Repair poor splices, loose junction connections, or fuse/relay contact issues that distort the module supply.
• Remove accessory backfeed and repair splices: Eliminate improper tie-ins that feed voltage into the trigger circuit and restore factory wiring.
• Replace the right front tire pressure trigger module only after circuit proof: Install a known-good module only when power, ground, and circuit isolation tests confirm normal wiring.

Can I Still Drive With C150B?

You can usually drive a Dodge Charger with DTC C150B, because this code targets the tire pressure trigger module circuit and not engine control. The main risk comes from losing correct TPMS behavior. The vehicle may not warn you about a low right-front tire, or it may warn when pressure is normal. Treat the tire itself as the safety item. Before any road test, set all tire pressures to the door-placard specification and inspect the right-front tire for damage. If the TPMS lamp stays on and you cannot confirm tire pressure stability, avoid high speeds and long trips. If other chassis codes appear with C150B, diagnose those first. Multiple chassis faults can indicate a shared power, ground, or network issue.

How Serious Is This Code?

C150B ranges from an inconvenience to a real safety concern. When the only symptom is a TPMS warning or missing sensor display, it mostly affects driver awareness. That still matters, because the system may not alert you to a rapid pressure loss. The code becomes more serious when it appears with intermittent electrical symptoms. Watch for shared warnings, module resets, or multiple wheel locations dropping out at once. Those patterns point to a power, ground, or communication fault. “Voltage high” also pushes you toward circuit integrity checks, not instant part replacement. A short to battery voltage, a poor ground, or water intrusion can create a false high-voltage signal. Fixing the wiring restores correct TPMS operation and prevents repeat faults.

Common Misdiagnoses

Technicians often replace a tire pressure sensor first. That wastes money because C150B does not prove the sensor failed. The description points to the right-front tire pressure trigger module voltage reading high, which often relates to wiring, connector damage, or a shared reference circuit. Another common mistake involves skipping a loaded circuit test. A connector can look clean, yet show high voltage due to an open ground under load. Some also misread “right front” as proof of a specific component at that wheel. On Dodge platforms, the TPMS architecture can vary, so you must confirm the exact module, connector, and pin functions in service information. Avoid clearing codes repeatedly without saving freeze-frame or failure records. That erases clues about when the voltage goes high.

Most Likely Fix

The most common confirmed repair direction involves correcting circuit integrity at the right-front trigger module path. Start with harness and connector repair near the right-front wheel well and inner fender. Look for rubbed-through insulation, water intrusion, or spread terminals that let the signal float high. Next, verify module power and ground with a voltage-drop test while the circuit operates. A poor ground often creates an apparent “voltage high” condition at the module input. If wiring and power/ground tests pass, then suspect an internal fault in the trigger module or its integrated circuitry. Do not install a module until you confirm proper supply, ground, and network communication to that location. After the repair, road test long enough for the TPMS to update. Enable criteria vary by Dodge platform, so confirm the learn and update conditions in service information.

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.