U110C on Dodge: How to Diagnose & Fix
Lost Communication With Fuel Level Sensor (Chrysler wording: Lost Fuel Level Message)
1 Dodge model · 1 documented issue · 1 critical · $700-$1,100 repair
U110C on Dodge by model: symptoms, diagnosis and fix
The Totally Integrated Power Module (TIPM-7 generation) is the Challenger's central fuse-and-relay box and power-distribution computer, mounted in the engine bay. It manages nearly every electrical circuit, and a single failed solder joint, blown internal circuit-board trace, or — most commonly — a degraded internally-soldered fuel-pump relay can cripple the whole car. Because the fuel-pump (ASD) relay is hard-soldered into the TIPM circuit board (not a serviceable plug-in relay), owners cannot simply swap a relay. The dominant root cause is contamination/degradation of the sealed relay contacts (silicone vapor that hardens into insulation and burns under load) compounded by water/moisture intrusion and corrosion of the board, which is why failures are intermittent and often produce no stored trouble codes. The result is a cluster of seemingly unrelated, hard-to-diagnose faults: a relay stuck OFF causes random no-start, no fuel-pump prime, and mid-drive stalling; a relay stuck ON causes the fuel pump to run continuously and drain the battery overnight. This is the root cause behind the model's worst CarComplaints electrical category — the 2013 Challenger alone has a dedicated "bad TIPM" complaint cluster, with failures averaging around 43,000 miles (reported range roughly 8,000–76,000 miles), well within the life of the car. Critically for Challenger owners, the fuel-pump-relay recall campaigns (NHTSA 15V-115 / Safety Recall R09 and the 2019 redo 19V-813) covered the Durango and Jeep Grand Cherokee — NOT the Challenger. NHTSA's recall list for the Challenger shows only airbag and alternator campaigns, no TIPM recall, so Challenger owners pay out of pocket (commonly ~$700–$1,100). The 2008–2014 (LC-body) cars share the TIPM-7 implicated across the Chrysler/Dodge/Jeep lineup; 2010–2014 see the heaviest complaint volume.
Common Symptoms
- Engine cranks but will not start, intermittently or completely
- Fuel pump does not prime/buzz at key-on (no fuel pressure)
- Engine stalls or shuts off while driving with no warning
- Fuel pump runs continuously after shutdown, draining the battery
- Dead/drained battery overnight or after sitting a few days
- Random electrical gremlins: headlights, interior lights, wipers, or horn activating on their own
- Power windows or door locks operating by themselves
- Multiple simultaneous warning lights (check engine, ABS, traction control, airbag)
- Key fob not recognized / no-crank condition
- Transmission unresponsive or stuck in limp mode
- Dealer finds no stored trouble codes despite the symptoms (intermittent)
How to Fix
Diagnose first, because TIPM failures frequently store no codes and mimic a dead fuel pump, bad ignition switch, or weak battery. Confirm the fuel pump does NOT prime/buzz for ~2 seconds at key-on, check for power at the pump connector during cranking, and inspect the TIPM for water staining, corrosion, or melted/discolored terminals. A telling field test: lightly tapping or flexing the TIPM while a helper cranks can momentarily restore the connection and start the car — confirming an internal relay/solder fault (a diagnostic clue, not a repair). Repair options, cheapest to most durable: (1) Fuel-pump-relay bypass — install an external aftermarket relay kit (or VV-style plug-in bypass module) that takes the fuel pump load off the failing internal relay; lowest cost (~$50–$150 plus labor) and resolves the most common no-start/no-prime failure mode. (2) Professional TIPM rebuild/repair — specialty shops (e.g., Circuit Board Medics, MAKS/TIPM Rebuilders) re-solder and replace the failed relays/board components for roughly $200–$400 with a warranty; you ship your unit or swap, no dealer programming needed. (3) OEM TIPM replacement at the dealer — typically $700–$1,100+ for the part plus diagnosis and required dealer flash/programming to your VIN (a replacement TIPM will not work until it is programmed). Because the Challenger is excluded from the fuel-pump-relay recall, none of this is covered free unless the car is still under warranty — confirm your VIN against NHTSA recalls regardless, since campaign scope occasionally expands.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
- MAKS/TIPM Rebuilders repair-and-return service for base TIPM 04692270
Repair the owner's original module only after power, ground, pump and terminal testing points to an internal TIPM failure Fitment: Exact 2008 Challenger/base-number 04692270 service; read the label on the original module before ordering …
- MAKS/TIPM Rebuilders repair-and-return service for base TIPM 68059370
Repair the original 2010 module after the no-prime/no-start fault is electrically isolated to the TIPM Fitment: Exact 2010 Challenger/base-number 68059370 service; module-label confirmation is mandatory $239 and Add to Cart on the live U…
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Sources for this issue (1)
U110C code reference
General diagnostic-code context. The code alone does not confirm a cause for your vehicle; use the applicable issue card and its sources.
Frequently asked questions
What does U110C mean on a Dodge?
U110C stands for "Lost Communication With Fuel Level Sensor (Chrysler wording: Lost Fuel Level Message)." Network communication code, seen most often on Chrysler, Dodge, Jeep and Ram vehicles. The powertrain control module normally receives fuel level as a message over the data bus from the body control module, which reads the tank sending unit. This code sets when that message stops arriving or arrives invalid. The sender itself is often fine — the fault is in the message path. Drivers typically see an erratic, stuck, or dead fuel gauge, sometimes with a check engine light. On Dodge it is documented across 1 model: Challenger.
What are the most common causes of U110C?
The most common causes of U110C are: Damaged, chafed, or corroded CAN bus wiring or connectors between the BCM and PCM, Loose or corroded PCM/BCM harness connectors, Faulty body control module (the module that reports fuel level on the bus), Low or failing battery / poor charging causing bus dropouts (a documented trigger for this code), General bus fault caused by another failing module on the network, Faulty fuel level sending unit or its circuit, so no valid value is available to broadcast. The specific cause varies by vehicle.
How much does it cost to fix U110C on a Dodge?
Published repair estimates on Dodge range from $700 to $1,100 depending on the model and root cause. If an issue mentions a recall or campaign, check your VIN with the manufacturer or NHTSA and confirm eligibility and coverage with a dealer.
Looking for U110C on a different make?
View U110C across all makes →Content compiled with AI assistance using NHTSA complaints, TSBs, and owner reports. May contain errors. Always verify with your vehicle's service manual.