How to Fix Diagnostic Code P1515

by

šŸšØ Diagnostic Profile

Vehicle Make: Chrysler

Description: Control Module Throttle Actuator Position Performance. This fault indicates the powertrain control module has detected throttle actuator position readings that are out of range, erratic, or not correlating with commanded position. Specific DTC: P0068/P2135/P1517-family (Throttle Actuator Control System/TPS correlation or MAP-Throttle correlation fault, commonly stored on Chrysler/Jeep/Dodge vehicles equipped with electronic throttle control). Affected model and year: Applicable to Chrysler Group vehicles (Jeep, Dodge, Chrysler, Ram) 2007-and-later equipped with Electronic Throttle Control (ETC) systems using a dual-sensor throttle body.

šŸšØ Repair Difficulty Tier

Tier: Intermediate

Rationale: Diagnosis requires a scan tool capable of live data and actuator tests, along with basic electrical testing. Throttle body removal and cleaning are moderate tasks. Module reprogramming or relearn procedures may be required after component replacement.

šŸ› ļø Resolution Steps

Step 1: Preliminary Inspection

  • Verify battery voltage is at least 12.4V at rest and confirm charging system output is within the normal alternator charging range (typically 13.5Vā€“14.7V) with the engine running, since low or unstable voltage can cause false throttle actuator correlation faults.
  • Inspect the throttle body bore and plate for carbon buildup, debris, or physical binding that could prevent the actuator from reaching commanded position.
  • Check the throttle body electrical connector at the throttle body assembly (mounted on the intake manifold near the air intake tube) for corrosion, bent pins, or loose seating.
  • Inspect the wiring harness between the throttle body and the control module for chafing, pinching, or heat damage, paying close attention to areas near the exhaust manifold or engine mounts.
  • Check for related DTCs such as throttle position sensor correlation codes, accelerator pedal position sensor codes, or MAP sensor codes, as these often set concurrently with throttle actuator faults.
  • Confirm there are no open technical service bulletins or software calibration updates for this model by checking the manufacturer’s service information system (TechAuthority) using the vehicle’s VIN.

Step 2: Diagnostic Verification

  • Use a scan tool to view live throttle actuator commanded position versus actual position (both TPS1 and TPS2 signals) at idle and under snap-throttle conditions; both sensor signals should track together and respond proportionally.
  • Perform a throttle actuator functional/sweep test as specified by the service information system to confirm smooth, unrestricted actuator movement across its full range.
  • Measure throttle position sensor reference and signal voltages with a digital multimeter at the connector, key on engine off; reference voltage should read the standard 5V sensor supply, and signal voltages should change smoothly and proportionally as the throttle is manually moved (with the connector back-probed, engine off).
  • Check for proper throttle actuator motor resistance and supply voltage at the throttle body connector against the OEM service manual specification for that specific model and engine, using a digital multimeter in resistance mode with the connector disconnected and ignition off.
  • Monitor freeze frame data to identify the engine load, RPM, and throttle angle conditions present when the fault set.
  • Confirm whether the fault is intermittent or constant by performing a wiggle test on the harness and connector while monitoring live data, before proceeding to component replacement.

Step 3: Resolution & Reset Process

  • Clean the throttle body bore and plate using an approved throttle body/intake cleaner safe for oxygen sensors and catalytic converters, following the manufacturer-specified cleaning procedure (do not spray cleaner directly onto the electronic throttle motor or sensor connections).
  • Replace the throttle body assembly as a complete unit if the position sensor or actuator fails specification testing; on Chrysler ETC systems the throttle body is replaced as a non-serviceable assembly (sensor and motor are not sold separately) ā€” verify exact OEM part number against the vehicle’s VIN through a dealer parts lookup or OEM parts catalog.
  • Repair any wiring or connector faults identified during inspection using OEM-spec connectors, terminals, and weatherproof heat-shrink butt splices rated for underhood automotive use.
  • Perform the throttle body idle relearn/adaptation procedure using a scan tool capable of bi-directional controls (such as a factory scan tool or an aftermarket tool with OEM-level functions), typically consisting of clearing codes, allowing the PCM to relearn minimum airflow at idle with the engine warmed to operating temperature, accessories off, and the vehicle in park/neutral for the specified idle relearn duration per the service procedure.
  • Clear all stored DTCs and perform a road test across varying throttle inputs and engine loads to confirm the fault does not return and that TPS1/TPS2 correlation remains within specification.
  • Reprogram the powertrain control module only if required by a published service bulletin or if flash reprogramming is specifically called out in the diagnostic trouble tree for the verified fault condition; this requires a factory-level scan tool (such as wiTECH for Chrysler/FCA vehicles) with an active subscription.

šŸ“¦ Parts, Labor, and Budget Estimates

Required Components/Software:

  • Throttle body assembly (complete unit with integrated TPS and motor) ā€” OEM part number varies by model/engine, verify via VIN lookup
  • Throttle body gasket or O-ring seal (if applicable to the specific throttle body design)
  • Electrical connector or harness repair kit (if needed) ā€” OEM-style weatherproof connector pigtail or splice kit
  • Throttle body cleaner (CRC or similar OEM-safe formula) and shop supplies (dielectric grease, terminal cleaner, shop rags)
  • Scan tool with live data, bi-directional actuator tests, and idle relearn capability (factory-level tool such as wiTECH, or a capable aftermarket tool such as Autel MaxiSys or Snap-on with FCA-specific coverage)
  • wiTECH subscription or dealer programming session (only required if PCM reflash is indicated by diagnostic results or an active TSB)

Average Component Price:

  • Throttle body assembly: approximately $150ā€“$450 (OEM), $90ā€“$220 (quality aftermarket)
  • Gasket or seal: approximately $5ā€“$20
  • Connector or harness repair: approximately $25ā€“$120 depending on complexity and length of repair
  • Shop supplies (cleaner, dielectric grease, misc.): approximately $15ā€“$35
  • Software/reprogramming fee (if required): approximately $150ā€“$250 dealer flat fee, or included in a diagnostic hour if performed in-house with an active wiTECH subscription

Estimated Labor Hours:

  • Preliminary inspection and diagnosis: 0.5ā€“1.0 hour
  • Verification testing (live data, actuator test, voltage/resistance checks): 0.5ā€“1.0 hour
  • Throttle body removal, cleaning, or replacement: 0.5ā€“1.5 hours
  • Relearn, reprogramming, and road test: 0.3ā€“0.8 hour
  • Total estimated labor: 1.8ā€“4.3 hours (typical flat-rate/shop book range, independent shop labor rates commonly $100ā€“$180/hour; dealer rates may run $140ā€“$220/hour)