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I guess you know by now, but no one should ever shotgun parts at one of these things. Get an actual diagnosis first.

Generally when E shows up on the shifter, the TCM has failed. They have a high failure rate. I can look at this a little deeper but until a known good TCM with the correct programming is installed, all bets are off.

Probably the most common failure mode that triggers P2436 is burner nozzle pressure dropping to the correct level after a regen. The nozzle pressure at rest is supposed to be 0.5-8 psi at this step. They will get stuck at much higher pressures (40-50psi) for too long a period and the light...

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.