Chrysler, Dodge, Jeep Module Programming Cost (2026)

What Chrysler, Dodge and Jeep module programming costs

As of October 2026, mail-in module work for Chrysler, Dodge, Jeep and Ram vehicles at Auto Module Lab runs from $125 for a SKIM transponder key to $650 for a brand-new WIN module programmed to your VIN. Most clones, unlocks and immobilizer jobs are $250 flat, a TIPM repair is $299, and return shipping is chosen and paid at checkout from $29.95.

Those are national mail-in bench prices. You order online, we email a prepaid inbound label, you ship the module, and the work is performed at our Arlington, Texas workshop. On the supply-a-part jobs you send nothing at all: the module is sourced, programmed to your VIN and shipped to you.

The rest of this guide puts every Chrysler-group module job we price into one table, explains what moves the number up or down, and points out the cases where the cheapest answer is not a module. If you already know your vehicle will not start and you are trying to work out which box is to blame, read the Dodge, Ram and Jeep no-start diagnosis guide first, because a price table is only useful once you know which row you are on.

Why a Chrysler-group module does not simply plug in

A used module from a salvage yard is cheap. The reason it rarely fixes anything on its own is identity. Chrysler, Dodge, Jeep and Ram vehicles, all brands of Stellantis, store the VIN and a security relationship inside several different modules, and each of those modules expects the others to agree with it.

The engine computer holds the VIN and its side of the Sentry Key immobilizer relationship, which is why a donor PCM typically cranks and dies, or refuses to start at all. The TIPM keeps the identity of the vehicle it came from, and the factory Restore Vehicle Configuration routine does not rewrite the VIN on a used one. The body control module carries the VIN and the option content for your exact build. The Wireless Ignition Node holds the security identity and the list of keys it trusts. Electric power steering modules are locked to the VIN and refuse to assist when it does not match.

That is five different modules with five different reasons a used part will not work as delivered, and it explains why the price of a Chrysler module job is really the price of moving or writing identity, not the price of the hardware.

The fleet these modules live in is also old enough for failures to be routine. The average light vehicle on U.S. roads was about 12.6 years old in 2024, according to S&P Global Mobility, which puts a large share of TIPM-era and FOBIK-era vehicles squarely in the age where a control module is a normal repair rather than a rare one.

Chrysler, Dodge, Jeep and Ram module cost by module (October 2026)

Every price below is the flat bench fee from the live service page it links to. Mail-in services add return shipping at checkout: standard $29.95, UPS 2-day $54.95 or UPS overnight $94.95. Supply-a-part services ship a programmed module to you, and the same three shipping speeds apply to the outbound box.

Three notes the table cannot carry. First, every clone needs a donor whose Chrysler part number matches your original, and we confirm that from photos of both labels before you buy or ship anything. Second, the supply-a-part rows require your VIN at checkout, because the module is written to that exact vehicle, and they typically ship within 1 to 3 business days depending on the module. Third, the TIPM price is a starting price: donor cost varies more on TIPMs than on any other module we stock, so the common 2011-2013 part numbers are $599 and other years are quoted against your part number before you order.

What changes the price

Five things decide which row you land on and what the total comes to.

Repair, clone or supply-a-part. These are three different jobs. A repair fixes the failed circuit inside your own module, so the VIN and security data never leave it; the TIPM repair is the main example, and nothing needs reprogramming afterward. A clone reads the data out of your original and writes it onto a used donor, which only works if your original can still be read. Supply-a-part includes the module itself, which is why it costs more and why it is the only path when the original is dead and no donor exists.

Who sources the donor. On every clone, the donor is yours to buy, and salvage prices vary widely by model and year. On supply-a-part jobs the donor cost is inside our price. That is the main reason a BCM clone is $250 while a PCM supplied and programmed is $399: one price is labor on your parts, the other is labor plus a part.

The return-shipping tier. Return shipping is a separate line that you pick at checkout: $29.95 standard, $54.95 for UPS 2-day, or $94.95 for UPS overnight. One order is one box, so two modules shipped together pay one tier. A vehicle that earns money every day it runs usually justifies the faster tier; a weekend car does not.

Security and immobilizer pairing. Anything that touches keys, SKIM, SKREEM or the WIN involves extra parts in the box and proof of ownership. The WIN is the clearest case: the $650 covers a brand-new module, your VIN and security data written to it, and your FOBIK keys paired when you send them with the old unit. The same applies in a smaller way to the older SKIM keys, where the price changes by $25 depending on whether we also cut the blade from your door lock.

Part-number match. A same-year, same-model donor is not automatically a match. Hardware and software levels on the label matter, and a mismatched donor is the most common reason a clone cannot be completed. Verifying the label before you ship costs nothing and prevents the most expensive mistake on this page, which is buying the wrong donor twice.

TIPM repair service: repair or replace, and why "near me" does not matter

The TIPM, or Totally Integrated Power Module, is the under-hood fuse box and power controller on 2007-2014 Chrysler, Dodge, Jeep and Ram vehicles. Its failures are well known: a fuel pump that will not run or will not stop, random no-starts, wipers and horn operating on their own, doors locking themselves.

There are two ways to fix one by mail. The TIPM repair service at $299 repairs the failed relay, regulator or body-side circuit inside your own unit, with a typical 24-hour bench turnaround. Because it is your original module, the VIN, coding and security data stay where they are and there is nothing to reprogram at install. The limit is physical damage: a severely water-damaged or burned unit may be beyond board repair, and we tell you that after bench diagnosis rather than guessing.

When the original cannot be saved, the TIPM supplied and programmed to your VIN starts at $599. We write your VIN to the module on the bench, which is the step a salvage-yard unit is missing. The trade-offs between those two paths, and between used and new, are covered in detail in the TIPM replacement and programming guide.

People search for a TIPM repair service near me, and the honest answer is that proximity is not the constraint. Board-level TIPM repair is specialist bench work that most local shops do not offer, and a TIPM is a part one person can unbolt with hand tools. A mail-in service reaches every state with the same flat price, so the useful question is not who is closest but who will tell you, before you pay, whether your symptom is a relay rather than the whole module. If the fuel pump is your only symptom, ask first. It is often just the relay.

One more check before any TIPM purchase: enter your VIN at the National Highway Traffic Safety Administration recall lookup. If an open recall covers your vehicle, the dealer performs that repair at no charge.

Engine computers: PCM, GPEC and diesel

Chrysler engine computers divide into generations, and the generation decides the job.

For a dead engine computer with nothing left to copy, the PCM supplied and programmed to your VIN is $399. It covers the SBEC and JTEC era through the NGC family and the GPEC, GPEC2, GPEC2A and GPEC3 controllers, roughly 1995 through 2021, with the VIN written and the SKIM side handled on the bench. It ships factory-equivalent calibration only.

When your original still reads and you have a matching donor, the GPEC PCM clone is $250 and carries the VIN, immobilizer data and configuration across to the donor. A GPEC PCM unlock, also $250, removes the factory security restriction so tuning software can read and write the controller. We unlock; we do not tune, and the calibration is left stock. The reverse job, stock OEM reprogramming at $350, returns a modified controller to the factory calibration for its VIN.

Diesel has its own row. The Mopar diesel ECM service at $250 covers two cases: the options-data repair behind a permanent P0610 on the 2005-2006 Jeep Liberty CRD, and identity cloning onto a matched donor for the 2014-2019 Grand Cherokee and Ram 1500 3.0L EcoDiesel. It is identity, options and immobilizer work only. We do not perform DPF, EGR or AdBlue deletes, emissions edits or performance tuning on any vehicle, and the Environmental Protection Agency treats emissions defeat devices as a Clean Air Act matter.

For a broader look at engine-computer pricing across makes, see the PCM and ECM replacement cost guide.

Security and keys: SKIM, WIN and Crossfire

Chrysler-group anti-theft comes in three eras, and each has its own priced fix.

SKIM, 1998-2007. The Sentry Key Immobilizer Module sits on the steering column with a plastic antenna ring around the ignition lock. All keys lost on these vehicles is solved by mailing the SKIM itself. A transponder key programmed to your SKIM is $125 with the blade left uncut, and the cut and programmed key is $150 when you also send the driver door lock cylinder so the blade can be cut by decoding it. Existing keys stay programmed.

SKIM delete. The SKIM or Sentry Key delete at $250 disables the immobilizer check inside SBEC3, JTEC and most NGC controllers from 1998-2010 platforms. It exists for legitimate situations: an engine swap with no working immobilizer loop, a missing or failed SKIM, or a salvage controller locked to another vehicle. Proof of ownership is required, and it is not an emissions service of any kind.

WIN, roughly 2008-2018. The Wireless Ignition Node is the slot your FOBIK key turns in, and it combines the ignition switch, the immobilizer and the remote receiver. A used WIN stays married to the vehicle it came from, so the fix is a brand-new WIN programmed to your VIN at $650, with your FOBIK keys paired when you send them with the old module. The service page puts a typical dealer replacement at around 900 to $1,300 once the part, programming and key pairing are added up. Before you spend that, work through the FOBIK key and WIN module diagnosis guide, because a worn FOBIK is a far cheaper fault than a module.

Crossfire, 2004-2008. Crossfire keys were discontinued, so there is no dealer path. Mailing the SKREEM module from behind the instrument cluster and the driver door lock gets you a remote flip key for $375 or a start-only valet key for $250.

Security work is handled carefully for a reason. The National Insurance Crime Bureau reported that more than 1 million vehicles were stolen in the United States in 2023, and a workshop that writes keys or removes an immobilizer without asking whose vehicle it is will do the same for anyone.

"Price is the last thing I look at on a Chrysler module job. First I want to know which module actually failed, whether the original still reads, and whether the part number on the donor matches. Get those three right and the cost usually takes care of itself." — Independent Chrysler-group driveability technician, 20+ years (anonymized)

Body, steering and transmission modules

Body control module. The BCM clone at $250 copies the configuration, coding and VIN from your original onto a part-number-matched donor for roughly 2011-2023 vehicles, including the integrated fuse-box BCM on the 2013-2018 Dart, 200 and Cherokee. An internally dead BCM cannot be read and therefore cannot be cloned, and some newer vehicles have security-gateway considerations for the steps done at the car. Before ordering, the BCM failure symptoms guide helps separate a failed BCM from a weak battery, a bad ground or a TIPM fault.

Electric power steering. The EPS module programmed to your VIN at $449 addresses the VIN mismatch that makes a used steering module refuse to assist. Steering is a safety system, so two honest notes apply: a software update sometimes clears the fault with no part at all, and every EPS install needs a proper alignment and steering calibration afterward. Send your stored codes and VIN before you buy.

Transmission controller. Chrysler-group vehicles with the NAG1 automatic, which is the Mercedes 722.6 design, use an EGS controller. The EGS clone at $250 moves the adaptation, VIN and coding from your original to a matched donor on applications such as the 2005-2010 Chrysler 300, the 2006-2010 Charger, the Grand Cherokee WK and the Crossfire. It does not repair valve bodies, solenoids or mechanical faults.

Dealer path versus mail-in

A dealer replacement is not a bad choice by definition. It is a bundle: a new module at list price, labor, a programming session on the dealer diagnostic system, and usually a tow, because a vehicle with a dead TIPM, PCM or WIN does not drive in. Under warranty or an open recall, that bundle may cost you nothing, and you should take it.

Out of warranty, the numbers change. Our service pages cite a dealer TIPM replacement as commonly $850 or more, a WIN replacement as typically 900 to $1,300, and a complete steering rack assembly as 1,800 to $2,700 when the fault is really the module. Those are typical ranges, not quotes, and your dealer may differ. The mail-in equivalents are 299 to $599, $650 and $449.

The comparison that matters is against the vehicle, not just the dealer. With average new-vehicle transaction prices running roughly $48,000 according to Kelley Blue Book, a module repair measured in hundreds of dollars is usually the rational way to keep an otherwise sound truck or SUV on the road.

The trade-off is labor and time. You, or a local shop, remove and reinstall the module. That part is rarely hard to arrange: the Bureau of Labor Statistics counts more than 700,000 automotive service technicians and mechanics in the United States. What is hard to find locally is someone who can write a VIN to a used TIPM or build a WIN on a bench.

When the cheapest module repair is no module at all

A real share of suspected module failures turn out to be something simpler, and no price on this page beats a correct diagnosis.

Start with the battery. A battery that sags under load produces communication faults, random warning lights and no-starts that look exactly like a failed controller, and dead batteries are among the most common reasons drivers need help: AAA responds to more than 30 million roadside calls a year. Load test the battery, check the charging voltage, and clean and tighten the main grounds.

Then check the fuses and relays that feed the module, look for water and corrosion at the connectors, and read codes from every module, not just the engine. A lost-communication code names the module that went quiet, which is not always the module that failed. The diagnostic protocols that scan tools rely on are standardized through SAE International, which is why a full-vehicle scan from a competent tool is a trustworthy first step.

Finally, match the symptom to the right module. A key that will not turn is not a TIPM. A fuel pump that will not shut off is not a PCM. Several body features failing together is as likely to be a ground as a BCM.

How the mail-in process works

Order the service online and, for mail-in jobs, the lab emails a prepaid inbound label. Remove the module, photograph its label, pack it in anti-static protection with padding, and include your VIN and a one-line description of the fault. For clones, pack the donor in the same box. For key and immobilizer work, include proof of ownership such as a registration or title in your name.

On the bench, the module is verified, the work is done, and the result is powered and checked before it leaves. Most clones, unlocks and SKIM jobs have a typical 24-hour bench turnaround after the parts arrive, and supply-a-part modules typically ship within 1 to 3 business days. The box comes back on the shipping tier you chose at checkout.

Frequently asked questions

How much does it cost to repair a TIPM by mail?

A TIPM repair is $299 flat at Auto Module Lab as of October 2026, plus return shipping from $29.95 chosen at checkout. Your own unit is repaired, so the VIN and coding stay intact and nothing needs reprogramming at install.

Is there a TIPM repair service near me?

You do not need one nearby. TIPM board repair is specialist bench work, and a mail-in service covers every state at the same flat price: you order, receive a prepaid inbound label by email, ship the unit, and it returns on the shipping tier you picked.

How much does a Chrysler, Dodge or Jeep PCM cost programmed to my VIN?

A PCM supplied and programmed to your VIN is $399, and you send nothing in. If your original PCM still reads and you have a matching donor, a GPEC clone is $250 instead, because you are supplying the hardware.

Why does a WIN module cost more than the other modules?

The $650 covers a brand-new Wireless Ignition Node, not a used one, plus your VIN and security data written to it and your FOBIK keys paired. A used WIN stays married to the vehicle it came from, so new is the only path that works.

Can I install a used TIPM, BCM or PCM from a salvage yard myself?

Not as delivered. Each one carries the donor vehicle's VIN and security data, so it needs your data written or cloned onto it first. A BCM or GPEC clone is $250 with a part-number-matched donor that we verify from label photos before you ship.

Do I need proof of ownership for Chrysler module work?

Yes, for anything involving keys, SKIM, SKREEM, the WIN or an immobilizer delete. A registration, title or bill of sale in your name is enough, and including it in the box keeps the job from waiting on the bench.

Does the price include return shipping?

No. Return shipping is a separate charge selected at checkout: $29.95 standard, $54.95 for UPS 2-day, or $94.95 for UPS overnight. The inbound label on mail-in jobs is emailed to you prepaid after you order.

The bottom line

As of October 2026, the realistic Chrysler, Dodge, Jeep and Ram numbers are $299 to repair a TIPM and from $599 for one supplied and programmed, $399 for a PCM programmed to your VIN, $449 for a steering module, $650 for a brand-new WIN with keys paired, $250 for most clones, unlocks and immobilizer jobs, $350 for a return to factory calibration, and 125 to $375 for keys made by mail on the older SKIM and Crossfire systems. Mail-in jobs add return shipping from $29.95.

The savings come from three habits: prove which module failed before you buy anything, read the part number off the label rather than guessing from the model year, and choose repair, clone or supply-a-part to match what you still have. Text us your VIN and a photo of the module label, and we will tell you which row of the table you are on before you ship or pay.

Sources and further reading: Stellantis, S&P Global Mobility, National Highway Traffic Safety Administration, Environmental Protection Agency, National Insurance Crime Bureau, Kelley Blue Book, Bureau of Labor Statistics, AAA, SAE International.