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The turbos used between 2005 and 2010 do not last forever.

Oh no, they fail fairly regularly.

Are you able to command the VNT to different positions with your scanner? Before condemning anything, I'd make sure you have good power and ground to it, and normal CAN voltages.

Sounds like a truck outside of North America. I don't have any information on these

There are two fuse boxes. One outside and under the cab, toward the rear, and the other is behind a panel where your knees would be if you're sitting on the passenger's side.

The air switch itself often goes bad, so a replacement might be in order. I have also seen corrosion in the wires cause the same issue.

I came up with a very similar fix. There are photos on this forum. Great minds think alike!

I don't know what the ramifications are if this line is eliminated. The def injector may need the cooling. It isn't too terribly difficult it change this line. The hardest part is identifying the part in the parts diagram.

No, you have to connect a scan tool, preferably Hino DX2.

It is no longer done through the cruise control, for emissions reasons. Your body builder should have connected the PTO switch to an engine input via a relay so the engine ecu recognizes when the PTO is in use. The engine can be programmed to ramp up to the desired rpm as soon as the PTO switch...

Yes, this sensor does not translate correctly, you will always get nonsense numbers.

If this thing is ever rolling coal, that's pretty much a guarantee that the DPR has melted down. I'd be looking at historic DPR inlet and outlet temps, and do an injector evaluation. A climbing oil level is pretty serious, that indicates an internal fuel leak. If the oil continues to rise...

Other codes will set in conjunction with P204F, in the DCU, but you can't access them through the dash. DXII needs to be connected to retrieve these codes.

That really sounds like a brake switch problem. Air or hydraulic brakes?

How has it been running?

Has someone been in there messing with injectors? It's easy to mess up the fuel return line. If this leaks, the crankcase gets filled with fuel then the engine runs away.

Injectors don't really cause low power. Their failure mode is to overfuel, causing damage to the DOC and DPF.

The bar graph jumping is unusual. It's supposed to go up to three, do an automatic regen, then return to zero. It sounds like it did it once successfully. Temp sensor issues can cause this, along with some other things we discussed. Sorry to hear about the accident, crazy drivers are everywhere.

You can add a filter. Get the filter and cap for a 2011-up truck. If you take off your cap, there's a plastic thing in there that you can remove and throw away, then the newer filter drops in.

The turbos on these things tend to have oil pass through them. Most of that is normal. There is a TSB out on ITV modification. It really helps in case of ITV stick. When things go south, the DOC face will melt and the back of the DPF will blow out. If it hasn't failed catastrophically...