The already reported Mopar IDCM / OBCM / AMP / EVCC unit has a known tendency to leak coolant internally or short the inverter IGBT controller board. When that happens, the entire IDCM unit can inflate, blow off its metal cover, or even ignite inside the enclosure — exactly like the case we received at EV Clinic Berlin.
A new unit costs €5,000–7,000. Used units from crashed vehicles cannot be adapted, as the system contains three separate immobilizer locations (Wegfahrsperre). VIN and key hash data are stored across three different memory areas.
Based on our incoming cases, the failure rate is alarmingly high, with a consistent “kaa-boom” pattern.
This is clear global recall material — yet in the EU, nothing happens, and customers are left paying for what is essentially a serial manufacturing defect. Anywhere in the world, if coolant leaks into 400V or 800V components and bridges into low-voltage systems, it should immediately be classified as a safety hazard and trigger a global recall. LV systems can harm passengers. And that already happened on one example where complet LV system was damaged.
Also, whoever designed a powertrain system with all HV components packed into a single enclosure has created an engineering disaster (R240).
Stay tuned.
Part number: P46351292
Error codes: muerto
There is any way to check ahead if this is on the way to happen in the unit?
Where is any leaking coolant coming out for instance?
Is it connected with huge work to open the unit up and have a look inside of the PCBs?
This type of failure should be taken seriously by the Stellantis Technical and Engineering departments.
If coolant ingress can reach HV/LV electronic components and cause insulation failure, short circuits, overheating, or internal thermal damage, this is not simply a repair-cost issue. It should be treated as a potential vehicle safety concern and investigated at engineering level.
The priority should be to determine the exact failure mechanism, establish whether there is a repeatable manufacturing/design-related pattern, and assess the potential risk to customers before further field incidents occur.
A systematic analysis of failed units, including coolant ingress points, sealing/isolation integrity, insulation resistance, HV/LV isolation, and thermal damage, would be essential to determine whether broader corrective action is required.
Hello, a used unit can easily be used; I’ve done this several times already.
Yes we know, we can , but used have same fire defect.
Hello, we have fitted a used unit – the car charges but doesn’t go into gear. Only goes into P and N, when D or R are pressed – it says “Operation not admissable”. Does it need programming? If so, is it a difficult task? Are we able to send the unit out for programming? Stellantis dealer declined.
Used units from crashed vehicles cannot be adapted, as the system contains three separate immobilizer locations (Wegfahrsperre). VIN and key hash data are stored across three different memory areas.These units can be used in another vehicle without any problems; what you are saying is not true.
Is there any preventative measure that reduces the chance of leaking? Seal or other component to repair or replace?
When this problem occurs, the BMS set OTP DTCs or HV fuses inside HV battery blows?
Are these failures isolated to only that partnumber so far, or are there other numbers too? Mine have another partnumber.