Jeep Compass Cooling Fan Relay Location by Model Year
If the radiator fan on a Jeep Compass stops running, lets the engine overheat in traffic, or keeps running after shutdown, the relay is a logical first suspect. Where that relay sits, and whether there is a separate relay at all, depends on which generation of Compass you own. This guide covers only the 12-volt fan control circuit. It explains how to identify your setup and how to check it without guessing.
Where the fan relay is on each Compass generation
The first-generation Compass was sold from the 2007 through 2017 model years, which includes the 2014 model. On these vehicles, cooling fan control runs through the underhood power distribution module, which Chrysler calls the Totally Integrated Power Module, or TIPM. It sits in the engine compartment beside the battery. The label inside its cover identifies the radiator fan fuse and relay positions. Depending on the year and engine, the fan circuit may use more than one relay to provide separate low and high fan speeds.
The second-generation Compass arrived during the 2017 model year and continues in later years. It also has an underhood power distribution center near the battery, but its fan control is more electronic. The fan may be driven through a control module rather than a simple plug-in relay. On this generation, the cover label and the service wiring diagram are the authority on whether a replaceable fan relay exists and where it is.
How the cooling fan circuit works
The powertrain control module decides when the fan should run, based mainly on coolant temperature and air-conditioning demand. It does not power the fan directly. Instead, it switches a small control current through the relay coil. When the coil energizes, the relay contacts close and send high current from a fused battery feed to the fan motor. A fan motor draws far more current than a computer output can handle, which is why a relay and a high-amperage fuse sit in that path.
Some vehicles use a fan control module instead. In that layout, the computer sends a command signal and the module varies motor speed itself, so the familiar on-off relay may be missing. A fan that never runs can then point to the module, its fuse, its ground or the command signal rather than to a relay.
What changes the answer
Model year alone is not always enough. The 2017 model year was split between the outgoing and the new Compass, so confirm the generation from the body style or the vehicle information on the door-jamb label and registration. Engine choice, market and optional equipment can change how many relays there are and where they sit. The power module cover label reflects your exact build better than a generic chart does. Some relays in integrated power modules are built onto the circuit board and cannot be replaced individually. In that case, a failed internal relay means repairing or replacing the module.
Plug-in hybrid Compass versions are sold in some markets. Their high-voltage traction battery and orange cables are a separate system from the fan relay circuit described here, which runs on the 12-volt side powered by the starter battery. On a high-voltage vehicle, follow the manufacturer's isolation procedure and leave high-voltage components to trained technicians.
How to check the relay and fan circuit
Start with simple observations. With the engine warm, turn on the air conditioning. On many vehicles this commands the fan, so a fan that stays still points toward the control circuit. Next, check system voltage at the battery terminals. A healthy battery reads roughly 12.4 to 12.6 volts with the engine off, and the reading should rise with the engine running if charging output is normal. A weak battery or alternator problem can cause erratic module behavior that looks like a relay fault.
Before pulling relays or fuses, switch the ignition off and remove the key or move the smart key away from the vehicle. If you will work near the fan, also disconnect the negative battery cable, because an electric cooling fan can start without warning. Check the fan fuse visually and with a meter, and replace it only with one of the same fuse rating. If your relay is a plug-in type, you can swap in an identical relay with the same part number from a non-critical circuit listed on the cover, then retest. A scan tool with actuator tests can command the fan directly. That separates a relay or wiring fault from a temperature sensor problem or a computer decision.
With a meter and the wiring diagram, confirm three things: power at the relay feed, a control signal at the coil when the fan is commanded, and low voltage drop across the switched side and fan ground while the fan runs. Losing more than a few tenths of a volt across a connection under load points to corrosion or a loose terminal. A brief after-run once the engine is off can be normal. If the fan runs far longer than that and the battery is dead overnight, a stuck relay is a likely source of the parasitic draw.
Limitations and when to get help
Relay positions and numbering vary between years, engines and markets. This article does not replace the label on your power module or the factory wiring diagram for your vehicle. If the relay is built into the TIPM, if you suspect the fan control module, or if the engine has already overheated, have a shop with dealer-level scan tools confirm the fault before you buy expensive parts. Stop driving if the temperature gauge climbs toward hot. Overheating damage costs far more than any fan repair.