Fuse Boxes / TIPMs

It's the vehicle's power-distribution center. A basic fuse/relay box routes power to circuits; a TIPM (Totally Integrated Power Module, used on Chrysler, Dodge, Ram, and Jeep) goes further — it's a smart module that controls things like the fuel pump, lighting, and wipers through built-in relays and logic.

A no-start, fuel-pump-relay failures, random electrical faults, dead accessories, or wipers and lights operating on their own. TIPM problems are famous for looking like several different failures at once because one module controls so many circuits.

A TIPM frequently needs to be programmed or configured to the vehicle; a plain fuse/relay box is usually plug-and-play. Match the OEM part number first, then plan for programming if yours is a TIPM. Message us your VIN and old part number and we'll confirm.

It's the correct power-distribution hardware and logic for your vehicle — the right fix for a failed TIPM, where there's no real aftermarket substitute. Every unit we sell is pulled, inspected, and tested for functionality before listing.

A TIPM (Totally Integrated Power Module) is the Chrysler/Dodge/Jeep name for a combined fuse box, relay box, and electronic control module — all in one unit. It distributes power to most of the vehicle's electrical systems and communicates with other modules over the vehicle's CAN bus to coordinate complex functions like fuel pump priming, lighting control, and door lock operation. A traditional fuse box is passive — fuses, relays, and direct wired connections. A TIPM is active — it processes commands from other modules and decides which circuits to power, and when. That makes TIPM diagnosis more complex than fuse box diagnosis: a problem in the TIPM can manifest as a phantom issue in any system it controls. Other manufacturers use different names for similar integrated power distribution units. The diagnostic principles are similar across them.

TIPM failure patterns are well-documented because they're common on certain Chrysler/Dodge/Jeep platforms. The signature symptoms: - **Fuel pump runs continuously** even with the key off, draining the battery. Often the first sign on the most common failure mode (fuel pump relay welded contacts). - **Intermittent or no-start condition** — particularly hard starting that gets worse over time, sometimes with the fuel pump not priming on key-on. - **Random electrical phantom symptoms** — wipers turning on by themselves, doors locking and unlocking, horn beeping randomly, lights flickering, airbag light intermittent. Owners describe it as "the vehicle has a mind of its own." - **Parasitic battery drain** — battery dies overnight even with everything turned off. - **Communication codes** in multiple modules pointing at loss of communication with the TIPM (U-codes are common). A scan tool that can read all modules helps narrow it down. Codes for loss of communication with the TIPM, or codes that point at functions the TIPM controls, support the diagnosis. Worth ruling out first: the TIPM is sensitive to weak batteries and unstable charging. A bad battery or alternator can mimic TIPM symptoms. Verify the charging system is healthy before replacing the TIPM.

Most TIPMs require a "Restore Vehicle Configuration" or similar procedure on installation, which writes the VIN and basic vehicle parameters to the new module. Without this step, some functions may not work correctly or may default to incorrect settings. Some TIPM platforms have an automatic configuration learn that completes when the ignition is left in RUN for a specified time after installation; others require a scan tool with manufacturer software to write the configuration manually. The listing for each unit specifies what programming will be required. If you're not sure what your install will need, send your VIN — Hubes will tell you straight.

Used TIPMs are bench-tested before listing. The most common failure modes — relay contact welding, internal driver chip failure, water damage to the circuit board — are caught at intake. What gets pulled from inventory: - Units with welded internal relay contacts - Boards with visible water damage, corrosion, or burn marks - Units that fail communication checks on the bench - Cracked housings or damaged connector pins What gets sold: - TIPMs that pass relay function checks - Boards with clean, undamaged contact surfaces - Units that boot and communicate cleanly during bench testing - Fuse boxes (non-TIPM) with intact housings, clean contacts, and proper continuity See [Parts, condition & testing](/pages/faq#parts-grade-a-tested) for the Grade A — Tested standard.

TIPMs are notoriously not interchangeable. Even within the same vehicle line, Chrysler used multiple distinct TIPM designs in any given model year — different fuse layouts, different relay configurations (mechanical vs solid-state), different circuit board revisions, and different firmware. Two TIPMs that look similar can have completely different internal architectures. The part number is the deciding factor. Compare your old unit's part number to the OEM Part Number on the listing. Exact match means exact fit. If the part numbers don't obviously match, send your VIN. See [Fitment & vehicle compatibility](/pages/faq#fitment-how-to-confirm) for the full process.

Coverage varies as inventory turns. Hubes Hub stocks TIPMs and fuse boxes across most domestic and major import platforms — Chrysler/Dodge/Jeep TIPMs are a category we see frequently given how widely they were used. The live listing on the [Fuse Boxes / TIPMs collection](/collections/fuse-boxes-tipms-1) shows what's in stock right now. If you don't see your vehicle, send your VIN. Hubes can tell you whether something fitting your build is coming through the bay.