Desperate Trucker Owner.... SCR Melted

[Rawze]

(11-11-2025 )evilGTO Wrote:  ...
Truck has been down for the best part of 4 months... issues galore from me trying to swap my 12 speed eaton endurance for an 18 speed.
... then with my truck sitting there so long the carbon build up on the turbo solidified, and nuked my turbo...
...pick up the truck yesterday and the DPF is split... turns out my SCR Melted...
... Ok.. I need to de-mandate my truck.. im in the middle of a load.. and just need it to run until i can get these next two deliveries.. or im out of business...
...
anyone have any input they can offer?
...
2020 international LT with a cummins x15.. I have a DLA2, and could get my hands on insite.. and in cal and all the rest.. just need to understand what i need to do to get it done .. cant afford a monster derate..

Your post there is a lot to unpack.

- First of all, that (I assume its a noregon branded)-DLA2 adapter you mentioned. They are notorious for being unable to be used to re-flash/ de-mandate the ecm properly, and is only partially useful for looking at trouble codes. I have one here myself that I purchased a while back by mistake, not knowing any better, and its complete trash. - You need to get yourself a cummins adapter kit (usually around $300~ish), the chiuneesium units work fine. That or get a genuine Nexiq (around $700+ or more) adapter.

== And you did not mention how many miles/age of the truck/engine but i can tell from your complaints, it has a lot of miles/run-hours on it.

- Next, if someone's truck was down for several months, that was the perfect opportunity for them to do a LOT of likely neglected maintenance on it instead of sitting around tinkering with the tranny situation. I know that is what I would have none .. stayed busy doing things that were going to make me more moneys and improved up-time.

Things like ...

== Pulling all the cans and having them baked, de-ashed, etc. - Due by the 400k~ish mileage mark.

== Doing a full EGR -tune up to it,... Like pulling all the intake and egr systems apart, clean them all out, replace old sensors, clean or replace the Doser injector(s), etc.etc. - Due every 250k miles ~ish for a keeping healthy, trouble-free engine and emissions system. info: https://rawze.com/forums/showthread.php?...d=97#pid97

== Do the overhead valve adjustment, and a leak-down tests on the fuel system,.. repairing anything found wrong with it. - due every 250k miles~ish. info: https://rawze.com/forums/showthread.php?...3#pid75483

So ... Sure, there is a lot more that could have been done, instead of neglecting all these things and more ... and hind-sight is typically the mother of all knowledge at some point.

I mention all this stuffs as an example towards other people reading this thread so far .., of HOW NOT TO LET YOUR S#$IT JUST SIT AROUND, WHILE YOU DO LITTLE TO NOTHING TOWARDS PREPARING FOR THE BEST UP-TIME POSSIBLE, NEGLECTING ALL OTHER MAINTENANCE, ETC.. WHEN OTHER REPAIRS TAKE A LONG TIME TO COMPLETE.

... Because that is exactly what it sounds like was done in your first post.

-> A turbo that is carboned over = The result of severe engine egr-system neglect.
-> A Melted DPF/SCR = The result of severe engine egr-system neglect, particularly letting the Doser injector behind the turbo get sooted up and then bleeding fuel into the exhaust,.. causes the DPF, SCR, or other component to melt when all the pooled-up fuel finally ignites. - That or leaky injector(s) can cause the same issue on newer model engines with no Doser.

- Every bit for your issues point directly to severe preventative maintenance neglect, and then everything happening all at once.

I.E.> Most truck owners learn all this the hard way, after its too late, ... and this is exactly also WHY 80%+ of all owner operators these days fail (or struggle badly) at owning a truck. - A severe lack of knowing how to own and operate a truck past simply driving it and changing the oil... then they only start to learn some of it after all the repeating failures, and they are now desperate and broke.

At the end of the day though ... all the educational content of "how not to do things" aside, this does not fix your current situation.

The question is what you are going to do moving forward?...

== First of all, you need to STILL do the much of the engine tune-up work on it .. replace IMAP, exhaust BP sensor, etc.. on the engine side of things, even if you decide to de-mandate it, because no 'custom' programming is going to 'miracle' that engine into into running great again, nor is it going to miracle the turbo into repairing itself.

Regardless of a de-mandate or not ... You will still need that VGT turbo operating correctly to run the engine properly, and any fool that would even suggest to you tell you otherwise, is completely clueless about how these modern engine work. - Send the turbo to a turbo-shop to have inspected, cleaned out, etc. re-balanced properly, etc.. or replace it if it has more than 500k+ miles on it. The typical mileage lifespan range of a VGT is 600k (heavy haul) - 800k(light/normal duty) or equilevent hours, or longer if cared for properly + preventative maintenance. There again ... preventative maint. is the key to keeping major costs like these down.

- If you still want to de-mandate it, assuming you live ion a country where that stuffs is ok to do,...

-
Get a cheap inline-6 adapter kit off Amazon or something, + Insite, + Calt$erm, and then here is some related info:
https://rawze.com/forums/showthread.php?...5#pid72945

.. Otherwise, I suggest that the melted components be replaced, all other EGR and other tune-up work done on the engine itself, that caused all the failures and melt downs to begin with, ... getting the rest of the after-treatment systems/cans cleaned out and baked properly, aft. sensors replaced, etc.