AdvCCRT Operation and Maintenance Manual-PN 10963 Rev. 10 1 of 2 PDF

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PROCEDURE NO:
REVISION NO: 10
FDS-S-0075
3/11/2015 1:54 PM PAGE NO: 1 OF 80

Catalysts
TITLE: AdvCCRTTM System Operations and Maintenance Guide
Owner’s Manual: Part 1 of 2
Operations and
Maintenance Guide
(See Installation Guide for Part 2 of 2)
2015 by Johnson Matthey
JM P/N 10963
PRINTED COPIES ARE UNCONTROLLED UNLESS LOCATION IS STATED IN THE BODY OF THIS PROCEDURE
FDS-S-0075, REVISION 10 Page 2 of 80
1. INTRODUCTION 4
1.1 How to Use This Manual 4
2. SYSTEM OVERVIEW 5
2.1 System Schematic 5
2.2 Fuel Dosing System 6
2.3 Engine Fuel System Compatibility 6
2.4 Sound Attenuation 6
2.5 Owner’s Responsibility 6
2.6 Component Swapping and Re-Designation 6
3. OPERATIONS AND MAINTENANCE 7
3.1 AdvCCRT System Maintenance Schedules 7
3.2 AdvCCRT System Filter Cleaning 8
3.2.1 Cleaning Interval 8
3.2.2 AdvCCRT System Filter Removal 9
3.2.3 System Filter Module Inspection and Service: 9
3.2.4 AdvCCRT System Filter Installation 10
3.3 V-Band Clamp Installation 10
3.4 V-Band Clamp Torque Settings: 10
3.5 DOC Inspection 11
3.6 Decomposition Inspection 11
3.7 Fuel Filter Replacement 12
3.8 Clearing the Condensate from the Pressure Tube 13
3.9 Nozzle replacement 13
3.10 Thermocouple replacement 14
3.11 Doser Module Replacement 14
3.12 Pump Module Replacement 14
4. DIAGNOSTIC TOOLS FOR TROUBLESHOOTING 15
4.1 LED Dash Display 15
4.1.1 LED Panel Operation and Diagnostics: 15
4.2 Troubleshooting with the JM Diagnostics Software 17
4.2.1 Install JM Diagnostic Software on PC. 17
4.2.2 Connect and Start JM Diagnostic Software 20
4.2.3 Using the JM Diagnostic Program 22
4.2.4 JM Diagnostic MAIN Page 22
4.2.5 Normal Meter Values at Idle 23
4.2.6 JM Diagnostic Error Page 24
4.2.7 Resetting Errors 25
4.2.8 Downloading Logger Data 26
4.2.9 Analysis Logger Data 28
5. TROUBLESHOOTING GUIDANCE 30
5.1 Preliminary Diagnostic Checks 30
5.2 Caution Statements 31
5.3 Recommended Spare Part Check Tools 32
5.4 Recommended Service Tools 33
5.5 Table of Errors, Codes, and Diagnostic Guides - (Includes Description of Sensor and
Backpressure Diagnostics) 34
5.6 Wiring Harness (Schematics) 76
6. BASIC SYSTEM PARTS 78
TABLE OF FIGURES
FIGURE 1, AdvCCRT SYSTEM DESIGN ............................................................................................... 5
FIGURE 2, SYSTEM ASSEMBLY DIAGRAM ........................................................................................ 9
FIGURE 3, "D" SIZE SYSTEM TORQUE DIAGRAM ........................................................................... 10
FIGURE 4, DOC MODULE POSITION ................................................................................................ 11
FIGURE 5, FUEL PUMP FILTERS ...................................................................................................... 12
FIGURE 6, CLEARING THE PRESSURE SENSOR LINE ................................................................... 13
FIGURE 7, LED REMOTE PANEL....................................................................................................... 15
FIGURE 8, J1939 CAN CIRCUIT ......................................................................................................... 40
FIGURE 9, LED PANEL CIRCUIT ....................................................................................................... 40
FIGURE 10, DAMAGED DPF FLANGE ............................................................................................... 47
FIGURE 11, EXAMPLE OF FAILED DPF OUTLET SHOWING MORE THAN 20 FAILED CELLS....... 47
FIGURE 12, FUEL PUMP WIRING SCHEMATIC ................................................................................ 54
FIGURE 13, CAN CIRCUIT WIRING SCHEMATIC ............................................................................. 64
FIGURE 14, CIRCUIT SCHEMATIC, PRESSURE SENSOR ............................................................... 66
FIGURE 15, AdvCCRT THERMOCOUPLE SCHEMATIC ..................................................................... 70
FIGURE 16, DPF POWER SUPPLY SCHEMATIC .............................................................................. 73
1. INTRODUCTION
This manual describes the operations and maintenance procedures for the Johnson Matthey
Advanced Catalyzed Continuously Regenerating Technology (AdvCCRTTM) System. If you require
installation procedures please see the AdvCCRT system Installation Guide.
The Johnson Matthey AdvCCRT system virtually eliminates Particulate Matter (soot) emissions while
meeting the California Air Resources Board and U.S. Environmental Protection Agency limit for the
emissions of Nitrogen Dioxide (NO2). The AdvCCRT™ system is completely passive therefore it
does not require any additional heat or interaction by your maintenance staff to burn off the soot
that collects in the diesel particulate filter. As with all diesel particulate filters, periodic maintenance
is required. The AdvCCRT system is a highly effective emissions control device designed to be used
to retrofit 2006 and earlier model year on-road diesel engines.
Please read and familiarize yourself with this manual as well as the AdvCCRT system Installation
Manual prior to carrying out any service on the system. In addition, please ensure that all vehicle
operators are familiar with the system and the warning signs that indicate the system requires
maintenance.
Ultra low sulfur diesel (ULSD) must be used in all vehicles which are
equipped with the Johnson Matthey AdvCCRT system. ULSD fuel is
available nationwide and is required for use with all on-road diesel powered
vehicles. Ensure that a label (example shown below) is on the fueling pump
where you fuel vehicles equipped with the AdvCCRT system. The use of up
to 5% Biodiesel is allowed.
The AdvCCRT system is designed to passively regenerate, or burn off the collected soot in the filter.
It does not require additional heat or off-board filter regeneration under normal operating conditions.
However, as with all diesel particulate filters, maintenance will eventually be required. This manual
details when and what service is required in normal operation.
1.1 How to Use This Manual
Read this manual before starting maintenance and diagnostic activities. Please note all statements
with the following signs:
CAUTION TORQUE
Do not touch the surface of the system for up to 60 minutes after vehicle operation.
CAUTION All surfaces are hot and can cause injury if touched.
Handle the AdvCCRT system components with care. Do not hammer on any
surface and do not drop any section of the system. Do not weld or drill any
CAUTION section unless prior approval is granted by Johnson Matthey.
The AdvCCRT system is significantly heavier than the OEM muffler. Care should
be taken when lifting the entire system or parts of the system to prevent possible
CAUTION injury. Follow all health and safety policies with regards to heavy lifting.
2. SYSTEM OVERVIEW
The AdvCCRT system is a US EPA and CARB verified Level 3 PM reduction device. Removal of
the device after installation may put a user in non-compliance with specific local mandates. The
AdvCCRT System configuration consists of the following main components:
1- Inlet head 8- Fuel Pump Module

2- Diesel Oxidation Catalyst (DOC) 9- AdvCCRT LED Display
3- Diesel Particulate Filter (DPF) 10- Three (3) temperature sensors
4- Mixing Module 11- Exhaust Back Pressure Sensor Assembly
5- NO2 Decomposition Catalyst 12- Fuel Dosing Nozzle
6- Outlet head Not Shown: Wiring Harness, Fuel Lines,
7- Vehicle Specific Doser Module Fittings, and Engine Tag
2.1 System Schematic

9
ENGINE
EXHAUST OUT
VEHICLE
VEHICLE FUEL ENGINE ECU 12V VEHICLE 10
ENGINE IGNITION
TANK CAN J1939 BATTERY
POWER TEMPERATURE
PROBE
TC3
8
ENGINE FUEL RETURN
6
10
TEMPERATURE
PROBE
TC2
5
4
NOZZLE
12
3
10 1
TEMPERATURE
PROBE
TC1
PRESSURE
SENSOR
ENGINE
11 EXHAUST IN
FIGURE 1, AdvCCRT SYSTEM DESIGN
FUEL PUMP AND DOSER

MODULES ARE COMBINED
INTO A DOSER ASSEMBLY
2.2 Fuel Dosing System
The Doser controls the addition of fuel into the exhaust based on measured and calculated
parameters. The Doser also monitors exhaust temperature in three (3) locations, exhaust
backpressure at the inlet of the system, as well as other required parameters for proper system
operation. A three (3) LED Display, equipped with a red “Alarm”, an amber “Warning”, and a
green “System OK” signal, alerts the vehicle operator in the event of high back pressure or other
system problems.
2.3 Engine Fuel System Compatibility
The AdvCCRT System can be installed on vehicles that have an OEM fuel return line from the
engine to the vehicle fuel tank(s) as well as on vehicles that don’t have an OEM fuel return line from
the engine to the vehicle fuel tank(s). The differences between the two systems are as follows:
1. Return Style Fuel System- installs on vehicles with engine to vehicle fuel tank return lines.
• Fuel Pump module fuel filter p/n 10604 installed on Fuel Pump module
2. Return-less Style Fuel System- installs on vehicles without engine to vehicle fuel tank return
lines.
• Fuel Pump module fuel filter with integrated water separator p/n 11363 installed on Fuel
Pump module
• Check valve factory installed on the inlet of the Fuel Pump module to maintain fuel
system prime.
2.4 Sound Attenuation
The AdvCCRT system replaces the OEM muffler and meets the requirements for sound attenuation.
2.5 Owner’s Responsibility
1. The owner is responsible for:

• Fueling the vehicle with ULSD fuel or up to 5% biodiesel only.
• Keeping the AdvCCRT system on the vehicle.
• Periodic inspection, service, and maintenance of the system.
• Cleaning the DPF when required.
• Maintaining the engine in accordance with the engine manufacturer’s specifications and
ensuring the engine continues to meet the PIC conditions identified in Section 2706(t) of
Title 13 California Code of Regulations and the current version of Johnson Matthey PIC
Assessment form FDS-E-0049.
2.6 Component Swapping and Re-Designation
See the appropriate AdvCCRT Installation Manual for the Swapping and Re-Designation Policies.
3. OPERATIONS AND MAINTENANCE
3.1 AdvCCRT System Maintenance Schedules
As with all DPF systems, maintenance is required to maintain optimum performance of both the
DPF and the engine. Over time ash builds up in the AdvCCRT system filter assembly and must be
cleaned out or backpressure will build and affect the engine’s performance and fuel economy.
Additionally, a number of other items must be inspected and/or serviced at prescribed intervals.
Please refer to Section 6, BASIC SYSTEM PARTS for part numbers. The charts below detail what
type of service is needed and at what interval.
PRE-TRIP, PRIOR TO EVERY VEHICLE OPERATION

If the tailpipe is clean, no further action is
required. If there is soot visible in the
Soot- inspect the tailpipe for soot tailpipe refer to Section 3.2.3 of this manual
for further instructions.
Verify that all three lamps on the LED
LED Panel- inspect the LED Display for Display are illuminated during the 2 second
System OK, Warning and Alarm lights bulb test when the ignition key is turned on.
Fuel System- visually inspect the fuel
system for abrasion related wear, contact with Repair as needed
hot surfaces and/or fuel leaks
Brackets- visually inspect all brackets for Repair as needed
fatigue, broken bolts, or other damage
Ensure that the wiring harness is not
Wiring- visually inspect the wiring harness rubbing against any sharp edges or is not
damaged
EVERY ROUTINE OIL CHANGE OR 3 MONTHS

Supply Line Fuel Filter- for Johnson
Matthey fuel filters installed on vehicle fuel Replace Fuel Filter with included water
supply line. separator (P/N 11363) –Fuel Supply Line
Application Only.
NOTE: this only applies to engines without a fuel
return line. (Fleetguard P/N FS1241B Fuel Filter or
equivalent)
Example: this applies to International Harvester
and some Ford Power Stroke engines.
Every 50,000 Miles or 1 year, Whichever Occurs First

Return Line Fuel Filter- for
Johnson Matthey fuel filters installed on vehicle Replace Fuel Filter (P/N 10604) - Fuel
fuel return line. Return Line Application Only.
Note: this applies to most engines with a fuel (Fleetguard P/N FF5114 Fuel Filter or
return line including Cummins, CAT, DDC, equivalent)
Mack, Mercedes, etc.
Nozzle Replace the nozzle (P/N 11033)
Clear the condensate from the

pressure tubing by following the
Back Pressure Sensor Line procedure in Section 3.7 of this
manual.
Every 60,000 Miles or 1 Year, Whichever Occurs First

Clean the AdvCCRT system filter
Clean the DPF Filter Assembly assembly. Reference Section 3.2 for
details.
3.2 AdvCCRT System Filter Cleaning
The AdvCCRT filter shall be cleaned according to the instructions provided by Johnson Matthey in
publication DS-E-0066 titled “Johnson Matthey Retrofit Particulate Filter Inspection and Cleaning
Procedure”. Contact your local distributor for cleaning instructions and services.
Failure to do so may invalidate the warranty of the AdvCCRT system filter and may significantly
shorten the interval between filter cleanings.
Any time a module is disassembled the gaskets will need to be replaced. In addition, the V-band
clamp may require replacement at that time as well.
3.2.1 Cleaning Interval
The AdvCCRT system filter assembly is cleaned annually, or every 60,000 miles, or when the
backpressure warning is activated (whichever occurs first).
The AdvCCRT system filter must be cleaned in accordance with this

procedure and records maintained for warranty purposes. Failure to
NOTE properly maintain the AdvCCRT system filter and keep records may void
the product warranty.
3.2.2 AdvCCRT System Filter Removal

Remove the filter module of the AdvCCRT system filter by opening the clamps holding the filter
module in place. The filter module is identified in the picture below and there is a filter module tag
welded to the can. Check the tag on the module for identification. Separate the mating modules
by approximately ½” to allow removal over the gasket retainer rings.
Note: the orientation of the filter and the flow directional arrows on the tag must be reinstalled in
the same direction, with the dirty side closest to the catalyst module. The gaskets shall be
replaced at each filter-cleaning interval.
INLET DOC DPF MIXER DECOMPOSITION OUTLET

HEAD MODULE MODULE MODULE CATALYST HEAD
FLOW FLOW
FIGURE 2, SYSTEM ASSEMBLY DIAGRAM
The filter and catalysts are made of ceramic material which requires
care when handling. Use caution to ensure that the filter and/or
CAUTION catalyst are not dropped, do not get chipped or cracked. If chipped
or cracked, contact Johnson Matthey for further advice.
The AdvCCRT system DPF must be reinstalled in the original exhaust

flow direction. The original orientation is indicated by flow arrows on
CAUTION the tag and the can.
The DOC and the Decomposition catalyst are different and must not
be swapped under any circumstances. Swapping of these catalysts
CAUTION will adversely impact the performance of the AdvCCRT system.
3.2.3 System Filter Module Inspection and Service:
Please refer to JM Retrofit Particulate Filter Cleaning Procedure (DS-E-0066) for inspection and
cleaning specifications.
3.2.4 AdvCCRT System Filter Installation

1. Check that the filter module flanges and mating flanges are free from debris. Clean the flanges
as required.
2. Orient the filter module in the same way it was removed with the dirty face nearest the catalyst
section. Refer to the flow direction arrows on the filter module tag and can.
3. Use new gaskets on the DPF inlet and outlet module.
It is prohibited to flip the filter during reassembly after cleaning. The filter must remain in the
same exhaust flow direction. Exhaust flow must follow the arrow on the filter module. If you
CAUTION do not comply with this directive you may be subject to fines of up to $10,000 per day per
vehicle by the Regulating Agency.
3.3 V-Band Clamp Installation

a. Tighten V-Band clamps to the specified value shown below based on the size of the system.
b. Tap the clamps in four (4) locations around the circumference with a rubber mallet to seat the
clamp.
c. Re-torque the V-Band clamps to the specified value.
3.4 V-Band Clamp Torque Settings:

SYSTEM SIZE TORQUE (LB-FT) TORQUE (LB-IN)
A, B, C 12 144
D 12/15 (see Figure below) 144/180
E 15 180
15 lb-ft 12 lb-ft
12 lb-ft
15 lb-ft 12 lb-ft 12 lb-ft

12 lb-ft
FIGURE 3, "D" SIZE SYSTEM TORQUE DIAGRAM
The AdvCCRT system filter outlet head may require rotation to properly align with the
NOTE vehicle piping or to orient access and/or visibility to the test port.
4. Check all brackets and fasteners connecting the AdvCCRT system to the exhaust piping and
body frame.
5. Start the engine and examine the system at clamp joints for exhaust leaks.
3.5 DOC Inspection
The DOC catalyst must be inspected in cases of engine failure which may have contaminated the
DOC with soot, coolant, oil or fuel. To inspect the DOC:
1. DOC Removal- Remove the DOC from the AdvCCRT system assembly by removing the
associated V-band clamps. Review the figure below and review the tag located on the catalyst
module to positively identify the DOC module. This is typically done at the same time the DPF
module is removed.
DOC CATALYST DPF MODULE
FLOW FLOW
FIGURE 4, DOC MODULE POSITION
2. Inspect the DOC- look for visible contamination by wet engine oil or fuel or strong smell of
engine oil or fuel. In most cases the DOC will self-clean in normal operation when exhaust
temperature is above 180C for a sustained period of time. Engine faults may also cause the
DOC face to collect soot which should be removed using a plastic scraper.
3. Clean the DOC- In cases of heavy contamination the DOC can be thermally cleaned following
JM Cleaning Procedure DS-E-0066 or using the FSX Thermal Cleaning Procedure for Level 2
cleaning as specified in the FSX Diesel Particulate Filter Cleaning manual. Be sure to inspect
the DOC and select the proper thermal cycle based on the condition prior to cleaning (i.e. any
evidence of oil or other liquids require the use of the P2 or P3 cycle prior to cleaning with the
P1 cycle).
CAUTION: DO NOT attempt to wash or rinse the DOC with water or any other liquid cleaning
solution during the cleaning process. Doing so will void the warranty of the DOC. .
4. Reassemble the catalyst to the DPF assembly replacing any removed gaskets. Torque the V-
Band clamps per Section 3.3, V-Band Clamp Installation 3.2.4
The DOC and the Decomposition catalyst are different and should not be
swapped under any circumstances. Swapping of these catalysts will
CAUTION adversely impact the performance of the AdvCCRT system.
3.6 Decomposition Inspection

The Decomposition Catalyst must be replaced if contaminated by soot caused by, or following, a
DPF failure.
3.7 Fuel Filter Replacement
The fuel filter is required to be changed per the maintenance schedule. The fuel filter is located on
the lower portion of the fuel pump for both the return and return less systems. Removal of protective
shield will be required in order to access the fuel filter.
To remove the old filter:
1. Using a strap wrench loosen the fuel filter by turning it counter-clockwise until it is removed from
the fuel pump module.
To install the new filter:
1. Apply a small amount of diesel fuel onto the gasket.

2. Thread the fuel filter onto the fuel pump module.
3. Tighten hand tight.
4. Tighten an additional ¾ turn for systems installed on the vehicle fuel return line and ½ turn for
systems installed on vehicle fuel supply line using a strap wrench.
The fuel filter is located on

the lower portion of the fuel
pump assembly
Systems installed on vehicle

fuel return line Systems installed on vehicle
fuel supply line
FIGURE 5, FUEL PUMP FILTERS
3.8 Clearing the Condensate from the Pressure Tube
Condensate, or water, has a tendency to collect in the tube

used to transmit the system pressure to the exhaust back
pressure sensor. Periodically this tube should be inspected
and cleared to ensure that the system continues to operate
successfully.
To clear condensate from the pressure tube:
1. Disconnect the pressure tube from the exhaust back

pressure sensor.
2. Carefully blow compressed air through the tubing until
clear (approximately 20 seconds).
3. Reattach pressure tube to the pressure sensor. FIGURE 6, CLEARING THE
PRESSURE SENSOR LINE
Do not over-tighten the JIC fitting when reassembling the tube to

CAUTION the pressure sensor.
3.9 Nozzle replacement
The AdvCCRT system Nozzle Filter element is required to be replaced every 50,000 miles of
operation or at one year, whichever occurs first.
1. Locate and remove the existing Nozzle mounted to the Mixer section of the AdvCCRT
system.
2. Ensure that the copper crush washer (JM P/N 10622) is installed on the dosing nozzle.
Apply anti-seize compound to the threads of the dosing nozzle. Do not apply anti-seize to
the first 1-2 threads to prevent contamination.
Do not apply anti-seize compound to first two threads to

CAUTION prevent contamination.
3. Thread the dosing nozzle into the mixing module and tighten dosing nozzle to 25-28 ft-
pounds.
TORQUE Tighten dosing nozzle to 25-28 ft-pounds
4. Install the stainless steel braided hose on the dosing nozzle by threading onto the dosing
nozzle.
TORQUE Tighten the fitting finger tight and then ¼ turn with a wrench.
Do not apply anti-seize compound to the 37º straight thread

CAUTION portion of the JIC fittings.
3.10 Thermocouple replacement

The AdvCCRT system uses three thermocouples. TC1 is located in the inlet head (connected to
red harness lead), TC2 is located in the Mixing Module (connected to yellow harness lead), and
TC3 is located in the Outlet Head (connected to green harness lead).
Replacement thermocouples can be obtained from Johnson Matthey. Replace thermocouples

following instructions provided in the replacement kit. Reference JM Parts Book FDS-S-0119.
3.11 Doser Module Replacement

Replacement Doser modules can be obtained by contacting Johnson Matthey Field Engineering
or Service or Warranty prior to placing an order. Replace Doser module following instructions
provided in the replacement Doser Module kit. Reference JM Parts Book, FDS-S-0119.
3.12 Pump Module Replacement

Replacement Pump modules can be obtained from Johnson Matthey. Replace Pump module
following instructions provided in the replacement Pump Module kit. Reference JM Parts Book
FDS-S-0119.
4. DIAGNOSTIC TOOLS FOR TROUBLESHOOTING
This section documents the troubleshooting procedures for the AdvCCRT System. Two levels of
troubleshooting are covered:
1. Dash mounted LED Display

2. Maintenance technician diagnostics using JM Diagnostics software
4.1 LED Dash Display
The AdvCCRT system communicates alarms and warnings to the

operator through a dash mounted LED Display.
FIGURE 7, LED
REMOTE PANEL
4.1.1 LED Panel Operation and Diagnostics:
The table below provides basic system diagnostics primarily to alert the operator to changes in
system condition while in operation. Refer to Section 5, TROUBLESHOOTING GUIDANCE34
for associated diagnostic troubleshooting guidance.
Normal System Operation
The OBD performs a two-second bulb test, During normal operation, the Green System
illuminating all three lights every time the OK light is illuminated at all times when the
vehicle’s ignition key is turned ON engine is running
Fault/System Service Required
No OBD lights illuminated : No power to OBD

panel or OBD panel disconnected from main
AdvCCRT harness
All OBD lights illuminated (but not flashing) :

OBD panel not receiving signal from the
Doser, check harness-Doser connection
Solid amber light illuminated during vehicle

operation : High Exh BP or High Temp
warning
Solid Amber transitioning to Solid Red during vehicle operation : High Exhaust Back pressure
or High Exhaust Temperature condition
Flashing amber transitioning to flashing red during vehicle operation: Fuel pressure related
error
Solid red illuminated when vehicle’s ignition key

is turned ON
Causes: Excessive Backpressure, Temperature,

Sensor faults/disconnected, or loss of CAN
LED lights flickering or flashing- (flashing

on/off, random order or synchronized) is cased
when the LED panel signal or power circuits are
faulty.
LED lights that are cycling- in a pattern (all
off-all on-green on) is usually caused by a lack
of ignition power.
4.2 Troubleshooting with the JM Diagnostics Software
In the event of any amber Warning or red Alarm lights, the maintenance technician should connect
to the AdvCCRT system using a laptop computer loaded with the JM Diagnostics software. The
procedure below details how to determine what codes are set. Follow the troubleshooting chart to
determine how to resolve the error code.
4.2.1 Install JM Diagnostic Software on PC.
1. Obtain a copy of JM Diagnostic software from

http://devonedi.jmusa.com:8080/
User Name= JohnsonMatthey

Password= 2167987
FTP Sign-In Window
2. Select JM_Diagnostics download “click here”
JM FTP Directory
3. Select Save, and browse to PC Desktop when the

File Download Windows appears.
File Download Window
4. Allow time for Download
File Download Progress Window
5. Select Open when Download is complete
Download Complete
6. Extract/unzip all of the contents of the zip file to a temporary folder. The folder’s location can be
anywhere on your hard drive.
Note: The install will give an error if the files are not unzipped first. The program used to unzip files can
vary, so if there are issues see the help documentation in the program used to open the zip file.
7. Double click the “setup” file from the unzipped folder.
JM Diagnostic Files
8. A security screen may or may

not appear. If it does, select
Run.
Security Warning
9. Follow the prompts on the

Setup Wizard to install the
software.
Setup Wizard
10. After the installation you can

find the program under, “start
menu\program”.
4.2.2 Connect and Start JM Diagnostic Software
The RS232 end of the communication cable is connected to the laptop while the 3-pin Weatherpack
connector end gets mated to the 3-pin Weatherpack connector on the leg labeled RS232 on the
AdvCCRT system wiring harness.
Please note that if the computer does not have a RS232 port then an optional “RS232 port to USB
adapter” cable may be needed to connect to the computer.
OPTIONAL USB TO SERIAL

ADAPTOR
(NOT PROVIDED BY JM)
SERIAL CABLE AVAILABLE FROM

JM P/N 10661
11. Double click on the JM Diagnostic Icon. JM Diagnostic

will automatically seek the assigned PC com. port and
connect to Doser
12. These windows will open to show progress to find and

connect to PC
13. The JM Diagnostic Meter Page will open:
After connecting this indicator

will begin to blink green. If not
connected, it will be dark
green.
4.2.3 Using the JM Diagnostic Program
The JMD DESKTOP is composed of three Pages (tabs):
1. MAIN
2. ALL ERRORS
3. INFO
4.2.4 JM Diagnostic MAIN Page
3 TABS CONTROL BUTTONS COMM INDICATOR
METERS
VALUES
JM Diagnostic Main Page
4.2.5 Normal Meter Values at Idle

Observe each Meter value when reviewing system operation. The table below gives a brief
description of the meters and reasonable values for the parameters. RPM, Manifold prs, Exhaust
prs, and TC values should be observed to be responsive when engine speed is increased from idle
to full no-load RPM.
NORMAL OPERATION WITH NO ERRORS

NAME OF MEANING OF WHAT METER SHOULD SOURCE FOR
METER METER READ AT IDLE METER:
Should match vehicle dash tachometer
Engine Engine J1939 CAN
Engine RPM (speed increases when pressing the
Speed Bus
throttle pedal).
Manifold Intake manifold Intake manifold air temperature, Engine J1939 CAN
Temp temperature °C typically 10-60 °C. Bus
Should be slightly above 0% and
Engine load Engine J1939 CAN
Engine Load relatively steady. Will rise with snap
percentage Bus
RPM.
Engine J1939 CAN
Boost pressure Intake manifold absolute pressure range Bus or JM supplied
Manifold prs
(mbar, absolute) at idle is 900-1100 mbar pressure sensor for
Mack Engines
Supply System input voltage Should read 11000 to 15000 (same as
Doser
voltage (mV) vehicle)
System
System is “ON or Should read “ON” if engine is running =
Enable; Doser
OFF” RPM + Ignition ON
pump
Indicates whether Should read “Triggered” when the
Logger status Doser
data is recording System in ON
Pump “ON or OFF” Should read “ON” if System is Enabled Doser
Doser inlet Fuel
Fuel prs Should read 4000±500 mbar Doser
pressure (in mbar)
Exhaust pressure should be steady
Exhaust Pressure Exhaust pressure
Exhaust prs above 0 mbar and below 50 mbar.
(mbar gauge). sensor
Should increase with engine RPM
Inlet Head
TC1 Inlet temperature °C Should increase from 30°C to 150°C
Thermocouple
Decomp. Catalyst
TC2 Decomp inlet °C Should increase from 30°C to 150°C
inlet Thermocouple
Outlet temperature
TC3 Should increase from 30°C to 150°C Outlet Thermocouple
°C
PWM corresponding
Injection Used for advanced diagnostics only. Doser
to fuel injection
4.2.6 JM Diagnostic Error Page
The Doser will automatically detect and log errors. The errors will be shown on the ERRORS page
as shown in the figure below.
F:xxxx days = is the number of

days after reset the first error occurred.
R:YYYY-MM-DD = date when L:xxxx days = is the number

the error code was last reset by a user. of days after reset the latest error
occurred.
ACTIVE ERRORS
Count:x = the
total number of
ERRORS LOG recorded errors
since reset.
JM Diagnostic Errors Page
4.2.7 Resetting Errors
Download Data before Clearing Errors. Failure to do so will result

CAUTION in loss of error log data.
To clear and erase all Errors, click on “Clear active errors”.
Selecting this button to clear all Errors
4.2.8 Downloading Logger Data
The Doser automatically stores data on 8 different channels. This data is stored in the Doser, and
can be downloaded for troubleshooting purposes. Follow these steps to complete this process:
ENGINE STATUS FOR DATA DOWNLOAD- The engine should be

allowed to run a minimum of 2-3 minutes, if possible, just prior to
downloading data. The engine does not need to be running (the key
can be in the off position) when downloading data from the Doser.
NOTE VEHICLE POWER - Ensure that vehicle battery is connected. In order
for the JM Diagnostic software to interface with the Doser, the Doser
must have constant vehicle supply voltage as required in the
installation procedure.
1. Ensure that the engine is turned

OFF.
Selecting this
button will
automatically
download the
Logger Data and
Error files
2. Selecting the “Load Diagnostic Data” button will automatically download the Logger Data and Error
files.
3. The software will automatically save the date and time into the file
name but any additional information that will help you remember
what the file is should be entered here. These fields are optional
but it is suggested that the truck information is put in the top box
and any other extra filename text is put in the bottom box. Click
OK when finished.
4. Window appears to browse to location to save file. Choose

location and click OK.
5. Progress bar appears as data is downloaded
PROGRESS BAR
6. Graph appears indicating the DATA file AND error FILE was saved. Select any log channel in the
“Left axis” or “Right axis” selection boxes shown in the figure below.
Logger Data Graph

7. Two individual files are saved in the location selected. Example File name structure:
4.2.9 Analysis Logger Data
Use the JM Data Processing Macro, System Report Tool, to automatically open both the Data and
Error files. This Macro requires Excel 2007 or 2010. Note: Contact your approved JM installer of
the device to obtain the data analysis tool package or download from the JM FTP site listed in 4.2.1.
Click Enable
1. Open- JM Data Analysis editing, and
Excel Macro Tool enable content to
enable macros
2. Select Import Data
3. Browse Window Opens-

browse to where the Data
file was saved
1. Select File (highlight)
2. Select Open
4. Data Page- data is

displayed showing
imported and formatted
data for reference
5. Pressure Plot- select

Pressure Profile sheet to
review operating pressure
history
6. Temperature Plot- select

Temperature Profile sheet
to review operating
temperature history
7. Error Report- select Err

Rpt tap to review Error Log
8. Review the back pressure, and temperature plots to observe historical operational conditions
affecting the DPF.
9. Review the Error Report to evaluate both operatinal and system function status.
10. Refer to appropriate Diagnostic Guide for troubleshooting.
5. TROUBLESHOOTING GUIDANCE
5.1 Preliminary Diagnostic Checks
The following Vehicle Pre-Check (1) and Diagnostic Pre Check Inspections (2), including
maintenance actions, should be performed prior to and as part of any AdvCCRT system diagnostic
process.
VEHICLE PRE-CHECK
1. Vehicle Battery Disconnect Switch- closed and batteries are sufficiently charged (voltage
value 11-15 VDC).
2. Engine Status- is engine reported to be operating properly?
3. Vehicle Status- look for signs of damage including leaking fuel or exhaust
DIAGNOSTIC PRE-CHECK
1. Initial Observation and Analysis
• Connect JM Diagnostic Software and Start Engine
• Observe LED Panel and System operating status using JM Diagnostic
• Down-load and analyze System Data (Engine off)
2. Required Maintenance- check that maintenance is Up-To-Date; see page 7 for
maintenance schedule.
• DPF Ash Cleaning
• JM Fuel Filter replaced
• Backpressure Sensor Line cleared
3. Diagnostic Pre-Check: if system operation faults are observed or suspected including;
Sensor (thermocouple or pressure), LED Panel, or Pump operation defects:
• Check that all fuses are fully inserted and good (use meter to check)
• Check Battery and ignition connections and terminations
• Validate CAN signal using JM Diagnostic
• Doser and Sensors are fully connected
• Check for visible harness or fuel line damage
SPECIAL NOTE, DOSER DIAGNOSTICS:

Contact JM directly if diagnostics indicate that the Doser may be faulty or before replacing a
Doser. Using a test Doser is an approved test method but may not be conclusive.
SPECIAL NOTE, INTERMITTENT ERRORS:

Multiple repeating errors in a short time period may point to faults that only occur while in
service and may not be easily observed at time of diagnostic. These faults may include
damaged thermocouple sensors, defective fuse or holder, loose harness connectors, or internal
harness damage (broken wire or splice). Analyzing log data and error dates may support a
repair action. It is important to attempt to isolate the error to the most likely cause by direct
observation while in service.
5.2 Caution Statements
WELDING- ALWAYS DISCONNECT DOSER POWER SUPPLY AND

GROUND LEADS FROM BATTERIES PRIOR TO WELDING ON VEHICLE
DOSER POWER SEQUENCE- DURING INSTALLATION

OR DIAGNOSTICS:
ALWAYS CONNECT DOSER TO POWER SUPPLY BEFORE IGNITION
POWER IS PROVIDED
NOTE: DAMAGE TO THE DOSER ECU MAY OCCUR IF THE DOSER IS

CONNECTED TO THE BATTERIES AFTER IGNITION POWER IS
PROVIDED TO THE JM IGNITION LEAD
HARNESS CHECKS- ALWAYS USE CORRECT SIZE

CONNECTOR PROBE WHEN CHECKING HARNESS CIRCUITS.
NOTE: DOSER CONNECTOR- USE RECOMMENDED BREAK-OUT BOX

FOR DOSER CONNECTOR (MAXIMUM PIN DIAMETER = 1.3 mm)
NOTE: FAILURE TO USE RECOMMENDED BREAK-OUT BOX TO

PROBE DOSER CONNECTER MAY VOID HARNESS WARRANTY
5.3 Recommended Spare Part Check Tools
DESCRIPTION IMAGE PN
JM DIAGNOSTIC AND JM DATA ANALYSIS
EXCEL MACRO TOOL
AVAILABLE FROM JM FTP SITE AT:
NA
http://devonedi.jmusa.com:8080
User name: JohnsonMatthey
Password: 2167987
AdvCCRT COMMUNICATION CABLE 10661
BACKPRESSURE SENSOR REPLACEMENT KIT

12787
(INCLUDES P/N 10106 AND 10469)
TC HARNESS REPAIR KIT

11085
(INCLUDES P/NS 10061 AND 10055)
ENGINE SIDE HARNESS 10110
DPF SIDE HARNESS 10111
5.4 Recommended Service Tools
DOSER CONNECTOR BREAK-

SAMPLE VOLT-OHM-METER (VOM) OUT BOX
(Commercially available)
JM J1939 CAN SIGNAL READER

SAMPLE THERMOCOUPLE READER
PN 12602
AND SIGNAL GENERATOR
HANDHELD PUMP WITH

GAGE
EXHAUST OPACITY METER
5.5 Table of Errors, Codes, and Diagnostic Guides - (Includes Description

of Sensor and Backpressure Diagnostics)
ERROR DESCRIPTION PRIMARY SOURCE LED PANEL Pg

ABNORMAL OPERATING CONDITION ERRORS
No Doser Unable to Communicate with the
Doser Any Condition 36
Connection Doser
LED
All Lights ON Doser All ON Solid 38
Display
LED No Lights
CAN Signal All Lights Off 38
Display (System will not Enable)
LED Lights are Cycling Cycling
Ignition Power 38
Display (System will not Enable) ON/OFF
LED Lights are Blinking Fast
LED Power Circuit Fault Fast Flashing 38
Display (System is Enabled)
18 High Exhaust Pressure Warning High Exhaust Pressure Warning Solid Amber 45
19 High Exhaust Pressure Alarm High Exhaust Pressure Alarm Solid Red 45
20 Fuel Pressure Out of Range Doser Fuel Pressure Green 53
Fuel Pressure Out of Range Flashing
26 Doser Fuel Pressure 53
Warning Amber
Fuel Pressure Out of Range
33 Doser Fuel Pressure Flashing Red 53
Alarm
TC1 Inlet Exhaust Temperature
High Exhaust Temperature TC2 DPF Outlet Exhaust
23, 24, 25 Solid Amber 58
Warning Temperature
TC3 Outlet Exhaust Temperature
TC1 Inlet Exhaust Temperature
High Exhaust Temperature TC2 DPF Outlet Exhaust
28, 29, 30 Solid Red 58
Alarm Temperature
TC3 Outlet Exhaust Temperature
SENSOR ERRORS
Engine, Speed Sensor
Engine, Load Sensor
Error 1, 2, 3, 4: J1939 CAN Engine, Manifold Pressure
1, 2, 3, 4 Solid Red 62
Signal Error Sensor
Engine, Manifold Temperature
Sensor
Exhaust Pressure Sensor
6 Exhaust Pressure Sensor Solid Red 66
Failure
TC1 Inlet Temperature Sensor
TC2 DPF Outlet Temperature
7, 8, 9, Exhaust Temp Sensor Failure Solid Red 70
Sensor
TC3 Outlet Temperature Sensor
12 Supply Voltage Out Of Range Vehicle Battery Voltage Solid Red 73
DOSER ERRORS-CONTACT JM
10 Fuel Pressure Sensor Failed Solid Red
11 CAN communication problem All OFF
13 Doser temperature out of range Solid Red
14 Doser failure Solid Red
15 Data out of range Solid Red
DOSER MODULE NA
16 For monitoring only Solid Red
17 For information only Solid Red
21 Doser Injector Failed Solid Red
27 Potential injector failure Solid Red
32 Electronic failure (pump control) Solid Red
FDS-S-0075, REVISION NUMBER 10 Page 36 of 80
UNABLE TO CONNECT TO DOSER

This problem can occur when attempting to connect to the Doser and establish a flashing green
JM Diagnostic “Comm Light".
JM Diagnostic Meter Page, Comm Light
The Doser is “Connected and

Communicating” when this green
“Comm Light” is flashing.
Diagnostic Process
The primary goal of this diagnostic is to determine which one of the following conditions exists:
A. JM Diagnostic Cable or PC is faulty

B. Doser is locked up (rare)
C. Doser is getting incorrect voltage
D. Wire harness is faulty
UNABLE TO CONNECT TO DOSER

YES
ARE ANY OTHER PROGRAMS

OPEN THAT ARE ATTEMPTING
DID JM DIAGNOSTIC FIND TO BLOCK COMMUNICATION
START DOSER AND CONNECT?
• PERFORM VEHICLE AND TO THE DOSER?
DIAGNOSTIC PRE-CHECK. (GREEN LIGHT FLASHING) NO
• RECHECK ALL SYSTEM TIP- REMOVE ALL OTHER USB
NOTE: CONNECT CABLE CONNECTED DEVICES AND CLOSE
FUSES ARE GOOD FIRST THEN START JM OTHER APPLICATIONS. REBOOT
DIAGNOSTIC PC AND RESTART JMD
DID JM DIAGNOSTIC FIND DOSER
AND CONNECT?
NO
YES
A
IS CABLE OR PC FAULTY?
FINISHED- DOSER IS 1. TRY DIFFERENT CABLE AND/OR PC
CONNECTED AND JM 2. TEST CONNECT TO DIFFERENT DOSER
YES
DIAGNOSTIC SOFTWARE IS CORRECT PC AND CABLE ISSUES AS
WORKING
NEEDED
DID JM DIAGNOSTIC FIND DOSER AND

CONNECT?
CHECK THAT IGNITION

POWER IS OFF BEFORE DIS NO
CONNECTING OR
CONNECTING DOSER
POWER
YES
B
IS DOSER LOCKED?
1. TEMPORARILY DISCONNECT DOSER

FROM THE HARNESS- RECONNECT
AFTER TWO MINUTES. THIS MAY RESET
YES
THE DOSER.
2. RESTART JM DIAGNOSTIC-
DID JM DIAGNOSTIC FIND

DOSER AND CONNECT?
CHECK THAT IGNITION

POWER IS OFF BEFORE DIS
CONNECTING OR
CONNECTING DOSER
POWER
USE
USE BREAK
BREAK OUT
OUT TEST
TEST
BOX-
BOX- DO
DO NOT
NOT INSERT
INSERT A
A NO
PROBE
PROBE LARGER
LARGER THAN
THAN
1.3
1.3 MM
MM INTO
INTO THE
THE
DOSER
DOSER CONNECTER
CONNECTER..
D
CHECK WIRE
HARNESS CONDITION
C
IS DOSER VOLTAGE OK?
1. CONFIRM VOLTAGE- BETWEEN DOSER
CONNECT- TEST HARNESS TO NO VOLTAGE CONNECTOR PINS 1 (GND) AND 2 (+) IS EQUAL
DETERMINE IF EITHER AT DOSER TO APPROXIMATELY 12 VDC
HARNESS IS FAULTY.
2. CHECK HARNESS CONNECTIONS- AT VEHICLE
TIP: TRY ENGINE HARNESS FIRST. REPLACE BATTERY AND JOINT CONNECTOR .
DEFECTIVE HARNESS AS NEEDED.
RECOMENDATION:
DID JM DIAGNOSTIC FIND
DOSER AND CONNECT? IT IS GOOD PRACTICE TO
CONFIRM THE HARNESS DEFECT
BY RECONNECTING ORIGINAL
HARNESS AND OBSERVING
ORIGINAL FAULT CONDITION.
CONTACT JM
UNABLE TO CONNECT CORRECT VOLTAGE AT DOSER
NOTE: THIS IS AND UNABLE TO CONNECT
UNCOMMON
LED PANEL DIAGNOSTICS

There are several LED Panel diagnostic patterns that can help determine faults related to vehicle
interface or JM System Issues.
NOTE: there may be no logged Errors for these conditions:
A. All Lights ON: This Error is often caused when the LED Panel signal wire is not
connected to the Doser. This typically occurs when the DPF Harness is un-plugged from the
Doser or the signal circuit is damaged (less likely).
B. No Lights ON: This Error is often caused when the Doser is not receiving a J1939
CAN (RPM) signal. The system will not "Enable" (activate the LED Panel) until J1939 CAN
signals are received. Other causes include no power available to the LED Panel such as failed
fuse.
C. Lights are Cycling ON/OFF: This Error is often caused when the Doser
is receiving a J1939 CAN (RPM) signal but does not have continuous and sufficient ignition
power. As the system attempts to enable and perform a “Bulb Check” you may see the Enable
Meter on the JM Diagnostic Meter Page going ON/Off and CAN signals fluctuating abruptly.
D. Lights are Flashing Fast and Randomly: This Error is often
caused when the ground circuit to the LED panel is disconnected. This can be caused by a faulty
ground connection at the vehicle (battery or power panel termination) or defective Engine Side
Harness.
E. Lights are Flashing Fast and Synchronized: This Error
is often caused when the signal circuit from the Doser to the LED panel is grounded. This can be
caused by a faulty or damaged Engine or DPF harness.
Definitions:
1. LED Display = LED display (or OBD) panel is typically located on
vehicle dash and has one green, yellow/amber, and red light. It is
powered directly from the batteries and communicates with the Doser
through a signal wire.
2. Fuse = the LED Panel’s power circuit is protected with a 2A fuse in
the AdvCCRT fuse holder (labeled OBD).
3. Ignition Power = this is a 12V power supply that should originate from a 5-15 amp fused
circuit that is only active when the vehicle ignition switch is in the “ON” position. Note: some
vehicle ignition switches or circuits can be faulty or fuse may require replacement.
4. CAN Signal = the Doser must receive SAE J1939 CAN signals to Enable the system and
operate the LED Panel (see FIGURE 8, J1939 CAN CIRCUITs). Note: some vehicle CAN circuits
may be faulty or the engine ECM may not be enabled to transmit J1939 CAN signals.
5. Failed Harness = the LED Panel can malfunction if the wire connections to the panel are
broken. This can occur in the power supply or ground circuits on the engine side harness (see
FIGURE 9, LED PANEL CIRCUIT). The communication wire from the ECU to the LED Panel
could also be broken. The signal wire originates from the Doser in the DPF side harness and passes
through the junction connector to the LED panel on the Engine side harness (FIGURE 9, LED
PANEL CIRCUIT). These circuits can be checked using continuity or test components (including
complete system test harnesses, LED Panel, and Doser).
6. System Enable = the system becomes enabled when the ECU detects ignition voltage and an
active RPM signal on the CAN network. The presence of these signals must be observed using the
JM Diagnostic software, which will show the “System enable” meter on the desktop “Main” screen
tab as “Enabled” when the system receives valid signals.
7. Cycling LED Lights = repeating; green light on then off, all lights on then off, Etc.
8. No Lights = the LED panel will remain off (without blinking or flashing LEDs) when it loses power
through the AdvCCRT harness or the system does not enable when the vehicle ignition is ON and
the engine is running. Initial checks may require checking status of wiring and LED panel by
disconnecting the Doser and observing that all lights come on solid before troubleshooting the
vehicle CAN network and the ignition signal to the AdvCCRT system.
CAUTION: see Doser Power Sequence Caution on page 31.

9. Fast Flashing LED Lights = all lights flashing quickly (once or more per second) either
randomly or synchronized depending on the fault condition. This fault is typically caused by either
wire damage/defect or a faulty Doser. Using a test Doser, if available, will improve Diagnostics for
this fault.
Suggested Tools/Parts
• JM Diagnostics (and PC w/cables)
• CAN Reader- this tool is recommended and allows a technician to check CAN J1939 signals. It
is commercially available from Johnson Matthey (PN 12602).
• Spare Harness Set (optional, used as Harness Check Tool)
• Spare Doser (optional, used as a Doser check tool)
• Spare LED panel (optional, used as LED Panel check tool)
FUSE BLOCK
NOTE: wires labeled as VDC to the fuse block
are from the vehicle power, usually connected at
the battery.
DOSER CONNECTOR
J1939 CAN
CONNECTOR
1 GND A A
ENGINE SIDE JOINT CONNECTOR

ECU SIDE JOINT CONNECTOR
2 B B
C C
3 D D
4 E E
F F
5
G G
6 H H
J CAN L
C
C A B
J
7
K K CAN H
8 L L
ECU CONNECTOR
9
M
N
M
N GND
A
10 CAN H P P
11
12
CAN L
B
13 DEUTSCH DT06 SERIES
CONNECTOR
14
15
16
17
18
19
20
21
22
23 FIGURE 8, J1939 CAN CIRCUIT
6
Alarm
7 Warning
Sys te m Ok
8
ECU CONNECTOR
10 3 2 1
11
A A
3 2 1
12 B B
C C
13
D D LED PANEL
E E
14 CONNECTOR
BATTERY +
F F
15
G G
GND 12
16 OBD SIGNAL H H OBD (SIGNAL)

J J
17
K K
18 L L
M M
19
N N
20 P P
21
C
D
A
B
22 12V BATTERY
23 2A
FUSE
FUSE BLOCK
FIGURE 9, LED PANEL CIRCUIT
A. All Lights are ON- Determine if the LED panel, Doser, or harness is faulty.
START
PERFORM VEHICLE
YES
A
AND DIAGNOSTIC ARE ALL LED LIGHTS ON WITH DOSER
PRE-CHECK. CONNECTED?
YES
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
POWER
“CHECK HARNESS
CONDITION”
1- CONNECT SPARE HARNESS TO
FINISH YES
ONE LIGHT ON
DETERMINE CONDITION OF
CLEAR ERROR CODES AND WITH ENGINE RUNNING
CONNECTORS AND HARNESS
PERFORM A SYSTEM CHECK CIRCUITS.
HINT: CONNECT ENGINE SIDE
HARNESS FIRST.
IS LED PANEL OPERATING
CORRECTLY?
RECOMENDATION:
IT IS GOOD PRACTICE TO
ORIGINAL FAULT CONDITION. NO
ALL LIGHTS REMAIN ON
CONTACT JM
NOTE: THIS IS
UNCOMMON
B. No Lights ON
B
NO LIGHTS ON WITH
ENGINE RUNNING REPLACE LED
START
PERFORM VEHICLE • CHECK J 1939 AND REPAIR AS
PANEL
AND DIAGNOSTIC NEEDED AND CONFIRM RPM METER
PRE-CHECK. IS WORKING AND SYSTEM IS CLEAR ERROR CODES
ENABLING. AND PERFORM A
• CHECK ERROR STATUS METER TO
MAKE SURE AN ERROR IS NOT SYSTEM CHECK
PRESENT BUT HASN’T REACHED THE
WARNING/ALARM STAGES YET.
YES
CHECK LED PANEL CHECK LED PANEL

WITH IGNITION OFF- CONNECT LED
FUNCTION TEST PANEL AND DISCONNECT DOSER
WITH IGNITION OFF- DISCONNECT TO DETERMINE IF PANEL IS WORKING,
NO
DOSER HARNESS AND OBSERVE LED REPLACE IF NEEDED.
PANEL.
DO ALL LIGHTS ON WITH TEST
DO ALL LIGHTS COME ON? PANEL CONNECTED ?
CHECK THAT IGNITION

YES POWER IS OFF BEFORE DIS NO LIGHTS
CONNECTING OR
CONNECTING DOSER
POWER
CHECK JM WIRE
HARNESS
CONDITION
CONNECT- TEST HARNESS TO
DETERMINE IF EITHER HARNESS IS
FAULTY.
TIP: TRY ENGINE HARNESS FIRST.

REPLACE DEFECTIVE HARNESS AS
NEEDED.
IS JM DIAGNOSTIC
DISPLAY SHOWING
ACTIVE J1939 RECOMENDATION:
METERS? IT IS GOOD PRACTICE TO
NO LIGHTS ORIGINAL FAULT CONDITION.
CONTACT JM
NOTE: THIS IS
UNCOMMON
C. LED Lights are Cycling ON-OFF in a Repeating Pattern
Ensure system is “Enabling”
• Ignition power is on and steady (connected to true power source from the battery).
• RPM signal is observed using JM Diagnostic.
D. Lights are Flashing Fast and Randomly
START
PERFORM VEHICLE
AND DIAGNOSTIC
YES
D
PRE-CHECK.
FAST RANDOM FLASHING
YES
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
POWER
CHECK ENGINE SIDE HARNESS

CONDITION
CONNECT- TEST HARNESS TO DETERMINE IF
CLEAR ERRORS EITHER HARNESS IS FAULTY.
AND PERFORM NO
SYSTEM CHECK TIP: TRY ENGINE HARNESS FIRST.
NEEDED.
DO LED LIGHTS CONTINUE TO FLASH

RANDOMLY?
RECOMENDATION:
ORIGINAL FAULT CONDITION. YES
CONTACT JM
NOTE: THIS IS
UNCOMMON
E. Lights are Flashing Fast and Synchronized
START
PERFORM VEHICLE
E
YES FAST SYNCHRONIZED
AND DIAGNOSTIC
PRE-CHECK. FLASHING
YES
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
POWER
CHECK HARNESS OBD

GROUND CIRCUIT
CLEAR ERRORS
CONDITION
AND PERFORM NO CONNECT- TEST HARNESS TO
SYSTEM CHECK DETERMINE IF EITHER HARNESS IS
FAULTY. TIP: TRY ENGINE HARNESS
FIRST. REPLACE DEFECTIVE HARNESS
AS NEEDED.
DO LED LIGHTS CONTINUE TO FLASH

TOGETHER?
RECOMENDATION:
ORIGINAL FAULT CONDITION. YES
CONTACT JM
NOTE: THIS IS
UNCOMMON
ERROR 18 and 19, HIGH EXHAUST

BACKPRESSURE
Error 18 Warning- This Error is caused when the exhaust back pressure
has exceeded specified limits for a sufficient time period. The Error turns on the amber Warning
Light on the LED Panel and will reset automatically when the condition is resolved. This Error also
turns off the fuel pump.
Error 19 Alarm- This Error is caused when the exhaust back pressure has
exceeded the maximum specified limit for a sufficient time period. The Error turns on and latches
the red Alarm Light on the LED panel and will require an Alarm Reset using service software when
the condition is resolved. This Error also turns off the fuel pump.
Both of these conditions can be caused by high back pressure which occurs when the DPF is operating
with higher than normal flow restriction caused by ash accumulation or other contamination such as soot,
fuel, or oil.
Restriction is likely the result of:
1. Engine Malfunctions- there are a number of engine faults that lead to higher than normal soot
production. The following are a few examples of common engine issues:
• Increased levels of oil consumption (valve guides, ring wear, etc.).
• CAC leaks.
• Injector Faults (leaking, timing, wear, etc.).
• Turbo Faults (control, damage, oil seal leaking, etc.).
• EGR Malfunction (wear, damage, etc.)
NOTE: the above list is not exhaustive and does not include all possible engine faults that can lead to
higher than normal soot production. Following engine manufactures instructions and procedures will be
required to resolve engine malfunctions.
2. Ash Accumulation- normal accumulation of Ash is generated from oil consumption. Filters require ash
cleanings every year or 60,000 miles (whichever comes first).
NOTE: Filters that require service before scheduled routine ash cleaning may be due to engine
condition(s) and/or excessive rate of oil consumption.
3. Low Temperature Operation- operating the vehicle on a lighter than expected duty cycle that
decreases the average exhaust system inlet temperature. Concern with light duty cycle may require
performing new data log and analysis.
Error 18, 19: Suggested Tools/Parts

• JM Diagnostic Software (and PC)
• Opacity Meter (to perform J1667 Snap Idle Test)
• New Gaskets and V-band clamps to remove and reinstall DOC/DPF
• DPF Cleaning Service Equipment or Contractor (for DPF Cleaning)
• Engine specific software tools to read Engine ECM fault history
• JM Data Analysis Macro Tool
ERROR 18, 19: HIGH EXHAUST BACKPRESSURE

JM Diagnostic Exhaust Pressure Meter
EXHAUST BACKPRESSURE
NOTE: this meter is gauge (g) pressure and is
typically near 10 mbar(g) at idle
NOTE: 100 mbar ~= 3 in-Hg ~= 1.5 psi

Diagnostic Process-
The primary goals of this diagnostic process are to;
1) Determine the condition of the DPF, and
2) Determine the cause of the high back pressure and correct it prior to returning the vehicle to service.
Example of Failed DPF-

Note that the outlet of the DPF has well over 20 “Failed Cells” shown as dark soot spots which indicated
the DPF is no longer suitable for service. Also shown is a DPF with damaged flange. Refer to JM DS-E-
0066 Johnson Matthey Retrofit Particulate Filter Inspection and Cleaning Procedure (Part Number
12531) for complete DPF service specifications.
FIGURE 11, EXAMPLE OF FAILED DPF OUTLET FIGURE 10, DAMAGED DPF
SHOWING MORE THAN 20 FAILED CELLS FLANGE

Interpreting Backpressure and Temperature Plots -
After downloading system data files (Data and Error) and using the JM Data analysis tool you will have
two charts to evaluate; 1) Backpressure, and 2) Temperature. Observing these plots will help confirm the
cause of the back pressure.
The following are three examples of typical backpressure plots.
CHART 1- PLOT SHOWING NORMAL PRESSURE INCREASE FROM ASH BUILD-UP
BACKPRESSURE
ALARM LIMIT
3
BACKPRESSURE
WARNING LIMIT
1
NOTE:
• Plot Overview- stable but slightly increasing pressure over time typical for all pressure plots as oil is
burned and ash is accounting in DPF over time.
• Balloon 1- shows a gap indicating the engine was not running for a period such as weekends or
longer maintenance “out of service” events.
• Balloon 2- shows an isolated pressure spike that may not have qualified for an alarm (may not have
accumulated the maximum amount of time over the pressure limit).
• Balloon 3- shows how backpressure will increase as the filter loads with ash over time and may
cause a Warning or Alarm.
• DPF Service- this DPF may only require Ash (Level 1 cleaning). The DPF must be removed and
inspected before proceeding. Please ensure filter cleanings are completed in accordance with
JM DS-E-0066 JM Filter Cleaning P/N 12531. Failure to do so may void warranties.

CHART 2- PLOT SHOWING STEP CHANGE IN PRESSURE CAUSED BY AN ENGINE FAULT
STEP CHANGE IN
PRESSURE DUE TO
RAPID RISE IN SOOT
LOADING CAUSED BY
ENGINE MALFUNCTION
NOTE:
• Plot Overview- the step change in backpressure is common when an engine starts to produce
significantly increased amounts of soot or has other engine faults noted above.
• DPF Inspection- the DPF must be removed and inspected before proceeding. Reference Section
3.2.3, System Filter Module Inspection and Service:
• DPF Service- this DPF will likely require both Ash (Level 1 cleaning) and Soot (Level 2
cleaning).
• Temperature and Pressure Plot Correlation- compare Backpressure and Temperature plots to see
if high backpressure and temperature events correlate which provides further evidence of an engine
fault.

CHART 3- PLOT SHOWING OFFSET BACKPRESSURE VALUES
NOTE:
• Balloon 1- this plot shows a step change or “drift” in minimum pressure likely caused by moisture in
the sensor line or a defective pressure sensor.
• Pressure Offset- the offset in pressure may cause Errors in Backpressure Warnings and Alarms
• Procedure- problems with backpressure senor function should be corrected before proceeding with
resolving any logged Error 18 or 19.
• DPF Service - No DPF service is required.

CHART 4- PLOT SHOWING TYPICAL EXHAUST TEMPERATURES
TEMPERATURE
ALARM LIMIT
NOTE:
• Duty Cycle- engines operate over a range of temperatures based on engine load and duty cycle. It is
common for temperatures to vary somewhat from day-to-day.
• Plot Overview- the above example shows stable temperature over time with periods of higher engine
load.
• Balloon 1- shows a period of time when temperature likely increased due to higher engine load but
did not qualify as an alarm.
• Temperature and Pressure Plot Correlation- it may be helpful to correlate any high temperature
spike with the corresponding backpressure plot time. A correlation can support the diagnosis of
potential engine issues.
• Exothermic Reaction- anytime T2 or T3 is higher than T1 is evidence of possible exothermic
reactions occurring in the DPF. This requires inspection of the DPF and engine repairs. Exothermic
reactions are typically caused by excessive amounts of soot combusting with oxygen.

Error 18, 19: Diagnostic Guide
The following flow chart is provided to assist with process to service system following an Error 19 High
Backpressure Alarm.
START
• PERFORM VEHICLE
AND DIAGNOSTIC
PRE-CHECK.
• SAVE DATA AND
RESET ERRORS
YES
USE JM DATA
ANALYSIS MACRO “PRESSURE SENSOR REPAIR
TOOL PRE- CHECK” SYSTEM
• “IS THERE A BACKPRESSURE YES USE APPLICABLE
REVIEW ERROR HISTORY SENSOR ERROR 6 LOGGED?
DIAGNOSTIC AND
AND BACK - PRESSURE PLOT • BACKPRESSURE LINE NEED SERVICE MANUAL
TO BE CLEARED OF
TO DETERMINE IF FILTER CONDENSATION? INSTRUCTIONS
REQUIRES SERVICE . • OTHER SYSTEM REPAIRS
NEEDED?
NO
CONTACT JM
REPAIR ENGINE NOTE: THE DOC MUST BE REPLACED
CHECK DOC IF SIGNIFICANTLY PLUGGED OR FUEL
AS NEEDED TO REDUCE SOOT
EMISSIONS CHECK ENGINE CONDITION CONTAMINATION CONTAMINATED.
CAUTION- CONTINUED REMOVE DOC FOLLOWING APPLICABLE THIS CONDITION OCCURS WHEN THE
OPERATION WITH ENGINE NO FOLLOW JM PIC PROCESS TO YES SERVICE MANUAL SECTION YES
DETERMINE ENGINE CONDITION ENGINE HAS SIGNIFICANT DEFECTS
DEFECTS AND HIGH • IS DOC PLUGGED MORE THAN ALLOWING FUEL OR OIL TO REACH
BACKPRESSURE ALARM • DOES THE ENGINE PASS THE 25%? DOC. ASSOCIATED ENGINE DEFECTS
WILL LEAD TO DPF FAILURE JM PIC REQUIREMENTS?
AND POSSIBLE WARRANTY • DOC OIL, OR FUEL MUST BE CORRECTED BEFORE
EXCLUSION CONTAMINATED? FURTHER OPERATION.
CONTACT JOHNSON MATTHEY FOR
SERVICE OR PART INFORMATION
After Repair
NO
CONTACT JM
NOTE: THIS IS UNCOMMON AND CHECK DPF CONDITION
MAY REQUIRE REPLACING THE REMOVE DPF FOLLOWING APPLICABLE
DPF, NOZZLE, AND YES
SERVICE MANUAL SECTION
DECOMPOSITION CATALYST. • FOLLOW JM DS-E-0066 TO
CONTACT JOHNSON MATTHEY INSPECT DPF
FOR SERVICE OR PART • IS DPF DAMAGED AND
INFORMATION UNSERVICEABLE?
NO
RECONDITION DPF REINSTALL DPF AND

USE RECOMMENDED JM
PROCEDURE AND APPROVED DOC
CLEANING METHOD FOLLOW JM
AFTER DPF INSPECTION AND
FINISH
DS-E-0066 TO SERVICE AND NO
CLEANING CHECK THAT ENGINE YES CLEAR ERROR CODES
INSPECT THE DPF REPAIRS ARE COMPLETED. AND PERFORM A
NOTE: REVIEW PRECEDING CHECK ENGINE OUT SNAP IDLE SYSTEM CHECK.
BACKPRESSURE CHARTS OPACITY IS WITHIN ACCEPTABLE
TO DETERMINE IF ASH LIMIT NOT TO EXCEED 15%
(LEVEL 1) OR SOOT (LEVEL
2) CLEANING IS
REQUIRED
ERROR 20, 26, 33

FUEL PRESSURE OUT OF RANGE
These error codes are activated when the fuel pump module pressure is outside the specified range of
3500 to 4500 mbar.
Error 20 is a system fault indicating that the pump is not maintaining minimum fuel pressure
or has exceeded maximum fuel pressure.
NOTE: This Error will not activate a LED panel warning or alarm light.
Error 26 is a Warning that occurs if the fuel pressure is below specified limit of 3500 mbar for
a qualifying period of time during operation.
NOTE: This Error will cause the LED Panel to have a flashing yellow light.
Error 33 is an Alarm if fuel pressure is below specified limit of 3500 mbar for a qualifying
period of time during operation.
NOTE: This Error will cause the LED Panel to have a flashing red light.
All these Errors can occur if there is a fuel leak, the pump does not start, or the pump is commanded
off as result of another alarm condition. This error will also occur if fuel pressure does not build to a
minimum amount of pressure in a specified time period from start of engine. The pump power is
provided from the battery through the pump relay. The pump relay is controlled by the Doser ECU and
is triggered by the vehicle ignition circuit.
1 A A
B B RELAY GND
2
C C
3 D D
E E IGN +12V RELAY IGN +12V
4
F F PUMP +12V
5 G
G
6 H H
J J
7
K K
8 L L
DOSER CONNECTOR
M M GND
9
N N
10 P P 4
5
11
12
2 1
13
14 VEHICLE RELAY
15 IGNITION BASE
BATTERY +
+12V
16
GND
17 RELAY GND
18
PUMP POWER
RELAY IGN + 12V
B A
CONNECTOR
19
20 B A
21
C
D
A
B
22 PUMP 12V BATTERY

23 7.5A
FUSE
FUSE BLOCK
ERROR 20, 26, 33: FUEL PRESSURE OUT OF

RANGE
FIGURE 12, FUEL PUMP WIRING SCHEMATIC
DOSER/ECU CONNECTOR
NOTE: JM recommends the use of
available harness breakout tool to avoid
connector contact damage. Probes over
1.3 mm diameter will damage the
connector and void warranty.
FUSE BLOCK
NOTE: wires labeled as VDC to the fuse
block are from the vehicle power, usually
connected at the battery.
PUMP POWER CONNECTOR
The Doser assembly includes the Doser Module, Fuel

Pump, and the Doser connector on the DPF Side
Harness as shown.
DOSER ASSEMBLY

RANGE
JM Diagnostic Pump Status and Fuel Pressure Meters
PUMP STATUS
(ON-OFF)
FUEL PRESSURE
NOTE: this meter is absolute (a) pressure and is typically
3800 to 4200 mbar(a).
1 atm (sea level) = 1000 mbar = 14.5 psi = 29.5 inHg
Error 20-36-33: Suggested Tools/Parts

• Volt-Ohm-Meter
• Spare Harness Set (used as Harness Check Tool)
• Spare Pump relay (used as a relay test tool)
• Spare 7.5 amp fuses
• Doser 23 Pin and Joint Connector Break-Out Tools
• Pump power test harness

RANGE
Error 20-36-33: Fuel Pressure Plot
The JM Fuel pump typically starts when the vehicle engine is started and builds pressure to
approximately 4200 mbar(a) within 30 seconds and remains consistent over time.
NOTE: in this example it makes it easy to see the pump performance changed starting in June. There
are significantly more mid-pressure points that indicate slower pressure build. Also observe the number
of values slightly below 1000 mbar. It is possible the pump is off at times. Based on this plot we would
look closer at the pump operation.

RANGE
Error 20-26-33: Diagnostic Guide
The following flow chart is provided to assist with determining if the Fuel Out-of-Range Error 20, 26, or
33 is caused by wire harness defect, Pump to Doser fuel line defect, Doser ECU control problem or if a
pump mechanical defect exists.
CHECK FUEL PRESSURE

WITH ENGINE “RUNNING”
START IMMEDIATELY OBSERVE JM
DIAGNOSTIC DESKTOP:
CONTACT JM
• PERFORM VEHICLE • ENSURE SYSTEM ENABLE IS “ON” IS THE FUEL PRESSURE
• ENSURE FUEL PUMP STATUS IS “ON” YES NOTE: THIS IS
AND DIAGNOSTIC PRE- ABOVE 4500 MBAR?
CHECK. • NOTE FUEL PRESSURE METER UNCOMMON
• SAVE DATA AND RESET VALUE
ERRORS • ARE FUEL LINES CONNECTED
PROPERLY TO ENSURE ALL FUEL IS
ROUTED THROUGH PUMP?
NO
CHECK FUEL PRESSURE

FINISH
WITH ENGINE RUNNING AFTER 5 PERFORM A SYSTEM
MINUTES: YES
CHECK THEN RELEASE
VEHICLE.
• IS PUMP STATUS “ON”
• IS PRESSURE BETWEEN3500
AND 4500 MBAR? YES
NO
“CHECK RELAY
CONDITION”
USE SPARE RELAY AS “RELAY CHECK PUMP CONDITION CHECK SYSTEM OPERATION
CHECK” TOOL AND CHECK IF
RELAY IS FAULTY. WITH ENGINE RUNNING; FORCE PUMP AFTER HARNESS OR PUMP
ON BY APPLYING POWER DIRECTLY TO REPLACEMENT, WITH ENGINE
HINT- A FAULTY RELAY WILL PUMP CONNECTOR. RUNNING” FOR 5 MINUTES:
NO YES NO
ALLOW PROPER VOLTAGE AT IS FUEL PRESSURE BETWEEN3500 AND
PUMP CONNECTOR BUT MAY 4500 MBAR? • IS FUEL PUMP STATUS “ON” .
NOT ALLOW ENOUGH CURRENT
FOR THE PUMP TO OPERATE • IS PRESSURE BETWEEN 3500 AND
4500 MBAR?
IS FUEL PRESSURE
BETWEEN 3500 AND 4500
MBAR?
NO
YES
REPLACE PUMP
AND RECONNECT PUMP REPLACED
HARNESS
REPLACE THE
RELAY REPLACED
PUMP RELAY
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
POWER
“CHECK HARNESS
CONDITION”
1- USE SPARE ENGINE AND/OR DPF SIDE

HARNESS AS “HARNESS CHECK” TOOL
AND CHECK IF EITHER HARNESS CONTACT JM
SECTION IS FAULTY. HINT- TRY THE NO
ENGINE SIDE HARNESS FIRST. NOTE: THIS IS
UNCOMMON
2- MEASURE VOLTAGE AT PUMP
CONNECTOR WHEN SYSTEM IS
“ENABLED” AND PUMP IS “ON”
AS OBSERVED ON JM
DIAGNOSTIC METERS
IS FUEL PRESSURE
BETWEEN 3500 AND
4500 MBAR? RECOMENDATION:
YES HARNESS AND OBSERVING
REPLACE FAULTY
HARNESS REPLACED
HARNESS SECTION
ERROR 23, 24, 25, 28, 29, 30

EXHAUST TEMPERATURE OUT OF RANGE,
WARNING AND ALARM
Error 23, 24, 25 Warning- This Error is caused when the exhaust
temperature for TC1, TC2, or TC3 has exceeded specified limits for a sufficient time period. The Error
turns on the amber Warning Light on the LED Display and will reset automatically when the condition is
resolved.
Error 28, 29, 30 Alarm- This Error is caused when the exhaust
temperature for TC1, TC2, or TC3 has exceeded maximum specified limit for a sufficient time period.
The Error turns on and latches the red Alarm Light on the LED Display and will require an Alarm Reset
using service software when the condition is resolved.
Temperature Values- engines usually operate with the following exhaust outlet temperature ranges:
• At start to idle- ambient to approximate range of 80 to 100°C.
• Normal Operation- approximately 100-550°C when in operation.
• Abnormal Condition- continuous operation near or above 600°C
Engine Malfunctions- there are a number of engine faults that lead to higher exhaust temperatures
such as, but not limited to:
• Excessive level of soot production caused by a number of engine conditions requiring
maintenance or repair.
• Increase levels of oil consumption (valve guides, ring wear, etc.).
• Injector Faults (leaking, timing, wear, etc.).
• Turbo Faults (oil seal leaking, low pressure causing poor combustion).
• EGR Faults (EGR valve sticking, EGR cooler fouled/leaking)
• Engine Overheating (cooling system pump failing, radiator fouled, Thermostat stuck closed,
Charge-Air Cooler fouled, cooling system not able to hold pressure, Cooling Fan inoperable)
• Engine intake System failure (leaking CAC, failed turbo, plugged air filter, leaking fittings/hoses)
NOTE: for a complete list of conditions that can lead to high exhaust temperatures please refer to the
engine manufactures service information.
ERROR 23, 24, 25, 28, 29, 30: EXHAUST TEMPERATURE

OUT OF RANGE, WARNING AND ALARM
Suggested Tools/Parts
• Spare Thermocouple
• JM Data Analysis Macro Tool
JM DIAGNOSTIC SHOWING EXHAUST TEMPERATURE VALUES
Thermocouple (TC) Engine Exhaust

Temperatures
TC1 = Inlet, from engine
TC2 = Out from DPF
TC3 = System Outlet
Diagnostic Guide, Temperature out of Range
1. Ensure that all 3 thermocouples appear to be functioning properly. All 3 meter values should be
relatively close in value once the engine is fully stabilized (coolant thermostat open) at operating
temperatures above 100 °C with TC1 highest and TC3 lowest. At idle and engine at full operating
temperature TC1 will be approximately 100 °C.
2. Review temperature history and Error summary to determine condition of system (see sample chart
below).
NOTE: any temperature Alarm Error will require an inspection of the DOC, DPF and under some
conditions may also require inspection of the Decomposition Catalyst.

CAUTION: Excessive engine operating temperatures requires that the engine condition be examined
and repairs performed before serviced or new JM catalysts are installed.
SAMPLE TEMPERATURE PLOT- plot generated by the JM Data Analysis Macro Tool shows typical
operating temperatures over time. Temperatures over 600°C require a system inspection.
600 C IS THE TEMPERATURE

WARNING AND ALARM LIMIT 1
2
NOTE:
• Engines operate over a range of temperatures based on engine load and duty cycle.
• The above example shows stable temperature over time with periods of higher engine load.
• Balloon 1- shows a period of time when there is a sudden temperature increase most likely from an
engine fault which may have qualified as an alarm.
• Often a high temperature spike will correlate to high backpressure. Compare Backpressure and
Temperature plots to see if high backpressure and temperature events correlate which provides
stronger evidence of an engine fault

SAMPLE TEMPERATURE PLOT EXOTHERMIC REACTION: in this temperature spike example T2
(red) is higher than T1 (blue). This may occur when an excessive amount of soot has accumulated and
is burning in the DPF. This condition may cause an Exothermic Reaction which may cause DPF
damage.
1
2
• Balloon 1- shows a period of time when there is a sudden temperature increase where T2 is higher
than T1.
ERROR 1, 2, 3, 4: J1939 CAN SIGNAL ERROR

These Errors can occur individually (rare) or as a group. They are triggered when the Doser is not
receiving one or all four of the engine J1939 CAN signals. The system will not Enable without CAN
signals.
Error 1: Engine Load Sensor
Error 2: Engine Speed Sensor
Error 3: Manifold Pressure Sensor
Error 4: Manifold Temperature Sensor
ERROR LOG: CAN errors can only be logged if ignition power is connected and the exhaust
backpressure is exceeding 100 mbar.
LED DISPLAY: The LED display will be blank (no lights) if CAN is not active and exhaust pressure is
below 100 mbar. The LED display will have a solid Red light if ignition power is connected and exhaust
pressure is above 100 mbar.
IF AN INDIVIDUAL CAN ERROR IF ALL FOUR CAN ERRORS

OCCURED OCCUR AT THE SAME TIME
If Error 1, 2, 3 or 4 occured it was most

likely caused by an engine component
failure. Engine component failures are If all four Errors occured at the
also likely to trigger an engine code. same time it is more likely a
Ensure that there are no active or result of defects in the vehicle
logged engine codes that require repair side J1939 CAN Data Link or JM
before continuing with this guide. Wiring harness.
NOTE: Common failures include
Also, check that the Doser has the damaged wires or connectors.
correct configuration file Part Number.
Check that the Doser laber matches the
Engine model specification.
Error 1,2,3,4: Suggested Tools/Parts

CAN Reader- see recommended Service Tools in Section 5.4.
ERROR 1, 2, 3, 4: J1939 CAN SIGNAL

ERROR
CAN Signal meter values with engine at idle should be:

METER MEANING OF METER WHAT METER SHOULD READ AT IDLE
Approximately 600 RPM (speed increases
Engine
Engine RPM with engine RPM and will change as the
Speed
engine throttle is pressed).
Engine Should be slightly above 0% and relatively
Engine load percentage
Load steady. Will rise with snap throttle.
Approximately 1000 mbar(a) and will
Boost pressure (mbar,
Manifold prs increase at high idle (full throttle with
absolute)
transmission in neutral)
Manifold Intake manifold temperature Cold start = near ambient and may rise to
Temp °C 10-60 °C based on engine temperature
JM Diagnostic CAN signal Meters
J1939 CAN SIGNALS

RPM
MANIFOLD TEMP
ENGINE LOAD
MANIFOLD PRES (absolute value)

ERROR
J1939 CAN
CONNECTOR
1 GND A A

2 B B
C C
3 D D
4 E E
F F
5
G G
6 H H
J CAN L
C
C A B
J
7
K K CAN H
8 L L
M M A
ECU CONNECTOR
9
N N GND
10 CAN H P P
11
12
CAN L
B
13 DEUTSCH DT06 SERIES
CONNECTOR
14
15
16
17
18
19
20
21
22
23
FIGURE 13, CAN CIRCUIT WIRING SCHEMATIC
Error 1, 2, 3, 4: Diagnostic Guide

The following steps are provided to determine what is causing the J1939 CAN Errors 1, 2, 3, or 4. Confirm
if:
1. The Doser has the correct configuration file PN. Check the Doser label or JM Diagnostic
information page to ensure the Doser configuration matches the engine specifications.
2. The vehicle is providing qualified J1939 CAN signals at the JM connection point.
3. The JM wire harness or connection to vehicle is faulty.

ERROR
YES
IS VEHICLE
IS JM HARNESS CONNECTED BROADCASTING J1939
TO VALID J1939 SIGNAL SIGNALS?
START START ENGINE SOURCE?
PERFORM VEHICLE AND 1. REFER TO RELATED VEHICLE SCHEMATICS
DIAGNOSTIC PRE-CHECK IS JM DIAGNOSTIC 1. CHECK J 1939 CONNECTION TO VEHICLE. TO CONFIRM EXISTENCE OF J1939 DATA
TO INCLUDE DISPLAY SHOWING
NO
2. CONNECT CAN READER TO VEHICLE CAN
NO
LINK
CONFIRMING THE DOSER ACTIVE J1939 METERS?
HAS THE CORRECT SIGNAL CONNECTION POINT 2. CONFIRM THAT VEHICLE ECM IS ENABLED
CONFIGURATION FILE TO BROADCAST J1939 SIGNALS
IS CAN READER DISPLAYING ACTIVE
J1939 METERS? IS CAN READER DISPLAYING
ACTIVE J1939 METERS?
YES CHECK THAT IGNITION POWER

IS OFF BEFORE DIS
CONNECTING OR
CONNECTING DOSER POWER
YES
CHECK JM WIRE HARNESS

CONDITION
NO
FINISHED - SYSTEM CONNECT- TEST HARNESS TO DETERMINE IF

SHOULD “ENABLE” WHEN YES EITHER HARNESS IS FAULTY.
ENGINE IS STARTED
TIP: TRY ENGINE HARNESS FIRST.
NEEDED.
IS JM DIAGNOSTIC DISPLAY
SHOWING ACTIVE J1939 METERS?
RECOMENDATION:
NO
CONTACT JM
NOTE: THIS IS
UNCOMMON
ERROR 6: BACKPRESSURE SENSOR ERROR

This error code is activated when the exhaust pressure sensor is disconnected, is experiencing external
wiring defects, or has failed internally.
1 A A GND

GND

B B
2
C C
3 D D
E E
4
F F
5 G G BATTERY +
6 H H
J J
7
K K
8 L L
M M
ECU CONNECTOR
9
N N
10 P P
11
12
13
14 SIGNAL
15
+12V
GND
16
17
18
19 4 3 2 1
20
21 SENSOR
D
A
B
F
22
CONNECTOR 12V BATTERY
23 5A
PRESSURE FUSE
SENSOR
FUSE BLOCK
FIGURE 14, CIRCUIT SCHEMATIC, PRESSURE SENSOR
PRESSURE SENSOR
CONNECTOR
DOSER/ECU CONNECTOR
NOTE: JM recommends the

use of available harness
breakout tool to avoid connector
contact damage. Probes over
1.3 mm diameter will damage
the connector and void
warranty.
FUSE BLOCK
NOTE: Fuse block J includes a

5A fuse for the ECU and
pressure sensor. Wires labeled
as VDC to the fuse block are
from the vehicle power, usually
connected at the battery.
BACK PRESSURE SENSOR
Shown with mounting bracket
Error 6: Recommended Tools/Parts

• JM Diagnostics Software, cable and PC
• Volt-Ohm-Meter
• Spare Pressure Sensor (used as Check Tool)
• Spare 5 amp fuses
• AMP 23 Pin Break-Out Tool (recommended)
Error 6: JM Diagnostic Meter Page
EXHAUST BACK PRESSURE METER
NOTE: this meter is gage (g) pressure and is

approximately 10-20 mbar(g) at no-load idle.
Reference: 100 mbar ~= 3 in-hg ~= 1.5 psi

Error 6: Diagnostic Guide
The following flow chart is provided to assist with determining if the Pressure Sensor Error is caused by
sensor failure or system defect.
NOTE: NORMAL “NO LOAD” BACKPRESSURE

AT IDLE = APPROXIMATELY 10 MBAR
AT FULL RPM (NO LOAD) = INCREASES BUT USUALLY LESS
THAN 50 MBAR
START “WITH ENGINE

RUNNING”
• PERFORM VEHICLE AND
• INSPECT JM DIAGNOSTIC DESKTOP NO
DIAGNOSTIC PRE- PRESSURE VALUE.
CHECK.
• SAVE DATA AND RESET IS SENSOR WORKING WITH
ERRORS CORRECT PRESSURE
VALUES?
NOTE: DATA ANALYSIS REPLACE

REVIEW DATA AND ERROR REPORT PRESSURE SENSOR “CHECK SENSOR
AND NOTE THE NUMBER OF TIP-RECONNECT FAULTY CONDITION”
OCCURRENCES OF ERROR 6. SENSOR TO CONFIRM INSTALL KNOWN GOOD SENSOR AS A
• MULTIPLE ERRORS MAY INDICATE REPAIR ACTION YES
“CHECK TOOL” AND OBSERVE
NOTE: REFER TO JM PRESSURE READING ON JM
AN INTERMITTENT WIRING OR
YES
SERVICE MANUAL AND DIAGNOSTIC DESKTOP .
SENSOR FAULT . ARE PRESSURE VALUES
USE UPDATED JM
• CHECK BP PLOT TO OBSERVE READING CORRECTLY ?
PRESSURE SENSOR
SENSOR FUNCTION . THIS MAY
BRACKET
SUPPORT DIAGNOSTIC
CHECK THAT IGNITION

YES POWER IS OFF BEFORE DIS
CONNECTING OR
NO
CONNECTING DOSER
FINISH POWER
CLEAR ERROR CODES
AND PERFORM A SYSTEM
CHECK THEN RELEASE
VEHICLE .
“CHECK HARNESS
CONDITION”
REPLACE DPF CONNECT SPARE HARNESS TO
YES
SIDE HARNESS NO
DETERMINE CONDITION OF
CONNECTORS AND HARNESS
OR ENGINE SIDE CIRCUITS .
HARNESS HINT: CONNECT DPF SIDE
HARNESS FIRST .
ARE HARNESS
CIRCUITS GOOD?
RECOMENDATION:
CONFIRM THE HARNESS DEFECT YES
ORIGINAL FAULT CONDITION. CONTACT JM
NOTE: THIS IS
UNCOMMON
ERROR 7, 8, 9: THERMOCOUPLE SENSOR

ERROR
This Error is caused when the exhaust temperature sensor TC1, TC2, or TC3 is disconnected, has
failed, or become damaged. This Error can also occur if the DPF harness is faulty or the Doser
Connector contacts are wet.
SENSOR HARNESS
CONNECTOR THERMOCOUPLE
ASSEMBLY
1
2 TC1 (-) B
TC1- INLET
3 TC1 (+) A
4
5
6 TC2 (-) B
TC2- DPF OUTLET
7 TC2 (+) A
8
ECU CONNECTOR
10
TC3 (-) B
11 TC3- OUTLET
TC3 (+) A
12
13
14
15
16
17
18
19
20
21
TYPE K THERMOCOUPLE
22
23
FIGURE 15, AdvCCRT THERMOCOUPLE SCHEMATIC
1. DOSER/ECU CONNECTOR
2. NOTE: JM recommends the use of available
harness breakout tool to avoid connector
contact damage. Probes over 1.3 mm
diameter will damage the connector and
void warranty.
3. DPF HARNESS THERMOCOUPLE

CONNECTOR (3 PLACES)
Recommended Tools/Parts
• JM Diagnostic Software, cable and PC
• Volt-Ohm-Meter
• Spare Thermocouple (used as Check Tool)
• Thermocouple Reader and Signal Generator (recommended)

ERROR
Error 7, 8, 9: JM Diagnostic Meter Page
Thermocouple (TC) Engine Exhaust Temperatures

TC1 = Inlet, from engine
TC2 = Out from DPF
TC2 = Outlet

ERROR
Error 7, 8, 9: Diagnostic Guide
The following flow chart is provided to assist with determining if the Thermocouple Sensor Error is
caused by sensor failure or system defect.
NOTE: NORMAL TEMPERATURE VALUES
AT IDLE = AMBIENT TO APPROXIMATELY 100°C
NORMAL ENGINE OPERATION = INCREASES FROM
AMBIENT TO LESS THAN 600°C
DISCONNECTED = VALUES OVER 1200°C
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
POWER
START
“WITH ENGINE RUNNING”
• PERFORM VEHICLE AND
DIAGNOSTIC PRE-CHECK. OBSERVE JM DIAGNOSTIC NO
• DISCONNECT DOSER AND TEMPERATURE VALUES.
CHECK FOR MOISTURE DO SENSORS APPEAR
• SAVE DATA AND RESET TO BE WORKING WITH
ERRORS CORRECT VALUES?
NOTE: DATA ANALYSIS “CHECK SENSOR

REVIEW DATA AND ERROR REPORT AND CONDITION”
NOTE THE NUMBER OF OCCURRENCES 1. CONNECT KNOWN GOOD
SENSOR AS A “CHECK TOOL”
OF ERROR 7, 8 OR 9. REPLACE FAULTY TC AND OBSERVE TEMPERATURE
AND RECHECK ALL READING.
• MULTIPLE ERRORS MAY INDICATE AN YES
INTERMITTENT WIRING OR SENSOR
YES TEMPERATURE -OR-
VALUES 2. USE THERMOCOUPLE
FAULT.
READER/SIMULATOR TO TEST
• CHECK TEMPERATURE PLOT TO SENSOR AND HARNESS
OBSERVE SENSOR FUNCTION . THIS ARE TEMPERATURE VALUES
READING CORRECTLY?
MAY SUPPORT DIAGNOSTIC .
YES
CHECK THAT IGNITION
FINISH POWER IS OFF BEFORE DIS
CONNECTING OR NO
CLEAR ERROR CODES AND
CONNECTING DOSER
PERFORM A SYSTEM POWER
CHECK THEN RELEASE
VEHICLE .
“CHECK HARNESS RECOMENDATION:

CONDITION”
CONNECT SPARE DPF SIDE HARNESS IT IS GOOD PRACTICE TO
REPLACE DPF TO DETERMINE CONDITION OF CONFIRM THE HARNESS DEFECT
YES
SIDE HARNESS CONNECTORS AND HARNESS
CIRCUITS.
ARE HARNESS CIRCUITS GOOD?
ARE TEMPERATURE VALUES
READING CORRECTLY?
NO
CONTACT JM
NOTE: THIS IS
UNCOMMON
ERROR 12: VOLTAGE OUT OF RANGE

This Error is caused when the vehicle voltage provided to the system is not within required range
(too high or low).
1 GND
2 ECU +
12V VEHICLE
BATTERY
3
BATTERY (+)
8
A A
ECU CONNECTOR
9 B B
C C
10
D D
11 E E
A 5A
F F
12 FUSE
G G ECU B
13 H H C
J J
14 D
K K
15 L L E
16
M M FUSE HOLDER
F
N N
17 P P
18
19
20
21
22
23
FIGURE 16, DPF POWER SUPPLY SCHEMATIC
Error 12: Recommended Tools/Parts

• JM Diagnostic Software, cable and PC
• Volt-Ohm-Meter
• Spare 5 amp fuses
Error 12: JM DIAGNOSTIC METER PAGE
SUPPLY VOLTAGE (TO DOSER)

1000 mV = 1 V (example shows 14.1V)
Error 12: Diagnostic Guide

The following flow chart is provided to assist with determining if the Voltage Out-of-Range Error is
caused by a vehicle charging failure or circuit condition fault.
START
“WITH ENGINE RUNNING”
• PERFORM VEHICLE
AND DIAGNOSTIC PRE- OBSERVE JM DIAGNOSTIC NO
CHECK. VOLTAGE METER.
• CHECK ALL FUSES IS VOLTAGE
• SAVE DATA AND RESET APPROXIMATELY 12000-
ERRORS 15000 mVDC?
CHECK THAT IGNITION

CONNECTING OR
CONNECTING DOSER
NOTE: NORMAL VOLTAGE VALUES POWER
approximately 12000 -15000 mVDC (12-15V) YES
NOTE:
LOW VOLTAGE CONDITION MAY BE INTERMITTENT.
RECHECK BATTERY AND FUSE CONDITION AND LOOK FOR
ANY LOOSE CONNECTIONS OR CONTAMINATION IN THE
POWER SUPPLY CIRCUITS.
“CHECK HARNESS
CONDITION”
CONNECT SPARE DPF SIDE RECOMENDATION:
HARNESS AND/OR ENGINE SIDE
REPLACE DPF SIDE HARNESS TO DETERMINE IT IS GOOD PRACTICE TO
CONDITION OF CONNECTORS AND
HARNESS OR ENGINE YES HARNESS CIRCUITS. CONFIRM THE HARNESS DEFECT
SIDE HARNESS HINT- CHECK ENGINE SIDE
HARNESS FIRST. HARNESS AND OBSERVING
IS VOLTAGE ORIGINAL FAULT CONDITION.
YES APPROXIMATELY 12000-
15000 mVDC?
FINISH
CLEAR ERROR CODES AND
PERFORM A SYSTEM CHECK NO
THEN RELEASE VEHICLE .
CONTACT JM
NOTE: THIS IS
UNCOMMON
5.6 Wiring Harness (Schematics)
DPF JOINT CONNECTOR

DPF
M
N
G
D
R
S
C
B
K
E
P
A
L
J
SECTION
CANH:3
CANS:3
PMP+:1
NOX+:1
ECU+:2
CANL:3
PMP-:1
GND:2
GND:4
OBD:1
RXD:1
DER:1
TXD:1
JM P/N : 10111
IGN:1
BA
TC1+:1
TC1
A
TC1 -:1
B
3
TC3-:1
TC3
2 4
B
TC3+:1
A
1
EPB+:1 S:2
1
EPB:2
EBP
2
GND:3 TC2-:1
TC2
3 B
TC2+:1
4 A
S:1
S:11 GND:7
GND:6
A
SENSOR
4
NOX+:1 PMP+:2
PUMP
B
NOX
3
CANL:2
2 S:10 C
CANH:2 S:3
1 D
S:4
WIRE LEDGER
BLUE 14 GA. WIRE
CANH:1
ECU+:1
CANL:1
PMP-:1
TC1+:1
TC2+:1
TC3+:1
TC1-:1
TC2-:1
TC3-:1
OBD:1
GND:1
RXD:1
DER:1
TXD:1
EBP:1
GREEN 18 GA. WIRE

IGN:1
BROWN 20 GA. WIRE

20
21
22
23
10
11
12
13
14
15
16
17
18
19
2
4
3
5
6
8
9
7
1
ECU
ENGINE SECTION HARNESS JM P/N : 10110

RXD:3
RS-232
C
TXD:3 IGN:5
B 86
1 2 3 4 5
GND:11 PMP+:4
A 87
REL
S:6 PMP-:3
85
PMP+:5
30
S:8
IGN:4
IGN
1
DER:3
DER
B
DER+:1
A
GND
GND:12
1
GND
GND:5
1
CANH:5
A
CAN
CANL:5
B
CANS:1
PWR
C VDC:1
1
A
S:7
C
VDC:2
B A
5A
END VIEW OF PIN ECU+:4
B
DIAG DISPLAY
LOCATIONS
VDC:3
FH-J
C
15A
GND:10 NOX+:3
3 D
OBD:3 S:15
2 E
OBD+:2 S:14
1 F
S:5
VDC:4
A
2A
OBD+:1
B
VDC:5
FH-H
C
2A
DER+:1
D
VDC:6
E
7.5A
PMP+:5
F
WIRE LEDGER
ORANGE 12 GA. WIRE
CANH:5
CANS:1
NOX+:3
PMP+:4
ECU+:4
CANL:5
PMP-:3
GND:5
GND:9
DER:3
OBD:4
RXD:3
TXD:3
IGN:3
BLUE 14 GA. WIRE
GREEN 18 GA. WIRE

H A
M
G
C
D
R
H
S
A
B
P
F
L
J
RED 22 GA. WIRE

ENGINE JOINT CONNECTOR S J
CENTER SECTION EXTENSION JM P/N : 10114

ENGINE JOINT CONNECTOR S J
H A
M
G
C
D
R
S
A
B
P
F
L
CANH:4
CANS:2
GND:13
NOX+:2
PMP+:3
ECU+:3
CANL:4
PMP-:2
GND:8
OBD:2
RXD:2
DER:2
TXD:2
IGN:2
WIRE LEDGER
14 GA. WIRE
18 GA. WIRE
CANH:4
GND:13
CANS:2
PMP+:3
NOX+:2
ECU+:3
CANL:4
PMP-:2
GND:8
OBD:2
RXD:2
DER:2
TXD:2
IGN:2
M
G
C
N
D
R
S
A
B
K
E
P
F
L
J
H A
DPF JOINT CONNECTOR S J
6. BASIC SYSTEM PARTS

Please refer to the tables below when ordering replacement parts for your AdvCCRT system.
Part Number
Item Description Size B
Size A Size C Size D Size E
10.5”
9.5” System 12” System 13” System 13” System
System
1 DOC Module 91956KDA 91106KDA 91115KDA 91206KDA 91306KDA
2 Filter Module 99950KDA 99100KDA 99120KDA 99130KDA 99130KDA
3 Mixer Module 10103 10104 10105 10105 12796
Decomposition
4 95955KDA 95105KDA 95125KDA 95125KDA 95135KDA
Module
5 Inlet Transition Ring 12189
N/A N/A
6 Outlet Transition Ring 12001
7 Inlet Head Design specific. See P/N on existing head
8 Outlet Head Design specific. See P/N on existing head
9 Clamps 8861 8862 8863 8863 / 11387 11387
10 Gaskets 8865 8866 8867 8867 / 11388 11388
Description Part Number

P/N is the original Doser
11 Replacement Doser
P/N with a –D at the end.
12 Replacement Fuel Pump Module, Return Side 12580
Description Part Number

13 Replacement Fuel Pump Module, Supply Side 12582
14 AdvCCRT LED Display 10100
15 Back Pressure Sensor Replacement Kit 12787
16 Thermocouple Repair Kit 11085
17 Nozzle Service Kit 11033
18 Replacement Fuel Filter NOTE: for systems installed on vehicle fuel return line 10604
19 Replacement Fuel Filter NOTE: for systems installed on vehicle fuel supply line 11363
20 Doser to Nozzle fuel hose NOTE: 120 inches (standard) 12218
21 Doser to Nozzle fuel hose NOTE: 38 inches (option) 10768
22 Doser to Nozzle fuel hose NOTE: 240 inches (option) 10769
23 Back pressure tubing 10596
24 Wiring harness, Engine Section 10110
25 Wiring harness, Center Extension 10114
26 Wiring harness, DPF Section 10111
27 Relay, pump 11045
28 Communication Cable 10661
29 SAE #4 Hose Clamp 11369
30 High temp sleeving for Nozzle Hose (10 Feet) 12219
31 High temp sleeving for Nozzle Hose (20 Feet) 11370
32 Fuel Hose, ½” OD (25 foot roll) 10149
33 High temp sleeving for ½” Fuel Hose (25 foot roll) 11372
900 Forge Avenue

Suite 100
Audubon, PA 19403-2305
(484) 320-2300
e-mail: info@jmusa.com
www.jmcsd.com

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3/11/2015 1:54 PM PAGE NO: 1 OF 80

Owner’s Manual: Part 1 of 2

2015 by Johnson Matthey

1.1 How to Use This Manual

1- Inlet head 8- Fuel Pump Module

2.1 System Schematic

FIGURE 1, AdvCCRT SYSTEM DESIGN

FUEL PUMP AND DOSER

2.2 Fuel Dosing System

2.3 Engine Fuel System Compatibility

2.4 Sound Attenuation

2.5 Owner’s Responsibility

1. The owner is responsible for:

2.6 Component Swapping and Re-Designation

3. OPERATIONS AND MAINTENANCE

3.1 AdvCCRT System Maintenance Schedules

PRE-TRIP, PRIOR TO EVERY VEHICLE OPERATION

EVERY ROUTINE OIL CHANGE OR 3 MONTHS

Every 50,000 Miles or 1 year, Whichever Occurs First

Nozzle Replace the nozzle (P/N 11033)

Clear the condensate from the

Every 60,000 Miles or 1 Year, Whichever Occurs First

3.2 AdvCCRT System Filter Cleaning

3.2.1 Cleaning Interval

The AdvCCRT system filter must be cleaned in accordance with this

3.2.2 AdvCCRT System Filter Removal

INLET DOC DPF MIXER DECOMPOSITION OUTLET

FIGURE 2, SYSTEM ASSEMBLY DIAGRAM

The AdvCCRT system DPF must be reinstalled in the original exhaust

3.2.3 System Filter Module Inspection and Service:

3.2.4 AdvCCRT System Filter Installation

3.3 V-Band Clamp Installation

3.4 V-Band Clamp Torque Settings:

15 lb-ft 12 lb-ft 12 lb-ft

FIGURE 3, "D" SIZE SYSTEM TORQUE DIAGRAM

3.5 DOC Inspection

DOC CATALYST DPF MODULE

FIGURE 4, DOC MODULE POSITION

3.6 Decomposition Inspection

3.7 Fuel Filter Replacement

To remove the old filter:

To install the new filter:

1. Apply a small amount of diesel fuel onto the gasket.

The fuel filter is located on

Systems installed on vehicle

FIGURE 5, FUEL PUMP FILTERS

3.8 Clearing the Condensate from the Pressure Tube

Condensate, or water, has a tendency to collect in the tube

To clear condensate from the pressure tube:

1. Disconnect the pressure tube from the exhaust back

Do not over-tighten the JIC fitting when reassembling the tube to

3.9 Nozzle replacement

Do not apply anti-seize compound to first two threads to

TORQUE Tighten dosing nozzle to 25-28 ft-pounds

Do not apply anti-seize compound to the 37º straight thread

3.10 Thermocouple replacement

Replacement thermocouples can be obtained from Johnson Matthey. Replace thermocouples

3.11 Doser Module Replacement

3.12 Pump Module Replacement

4. DIAGNOSTIC TOOLS FOR TROUBLESHOOTING

1. Dash mounted LED Display

4.1 LED Dash Display