On a 2000 International T444E, the flashing light diagnostic method uses a three-digit code sequence. When you press the diagnostic button, the light flashes the first digit, pauses, flashes the second, pauses, and then the third.
Based on the sequence you provided (**1-5-5**, **3-3-5**, **3-3-2**, **3-1-3**), here is the breakdown of those fault codes:
### Diagnostic Code Interpretation
* **155:** Barometric Absolute Pressure (BAP) sensor signal out-of-range.
* **335:** Injection Control Pressure (ICP) sensor circuit fault. (This is often a major suspect for "crank/no-start" issues on the T444E).
* **332:** Injection Control Pressure (ICP) signal voltage higher than expected while the engine is off.
* **313:** Engine Oil Pressure (EOP) below warning level.
### Mechanical Perspective & Troubleshooting
Because you have already replaced the sensor but are now seeing these specific electrical/circuit codes, you are likely dealing with a **wiring/harness issue** or a grounding problem rather than a bad sensor.
1. **Focus on the ICP (Codes 335 & 332):** The T444E/7.3L Powerstroke platform relies heavily on the ICP sensor to tell the PCM how much oil pressure to send to the injectors (via the IPR). If the PCM sees "out of range" or "high voltage" (332), it defaults to a safety mode or prevents the injectors from firing entirely to protect the engine.
* **Check the Pigtail:** Inspect the wiring harness leading to the ICP sensor. These are notorious for oil soaking the pins or fraying, causing intermittent shorts.
* **Check the IPR Wiring:** Since you already replaced the IPR, double-check the connector. A loose or broken connection there will cause the exact "crank but no start" or "no throttle response" symptoms you described earlier.
2. **Addressing Code 155 (BAP Sensor):** This sensor informs the PCM about atmospheric pressure. If the signal is out of range, the engine may struggle to calculate fuel injection timing properly. Check the wiring back to the PCM.
3. **The "No-Start" Shift:** You mentioned it would start *after* idling, which implies the issue is temperature-sensitive. This often points to **High-Pressure Oil (HPO) leaks**. As oil warms up, its viscosity changes. If you have an O-ring failing inside the high-pressure oil rails or at the injector seals, the system can't build the ~500 PSI of pressure required to trigger an "Engine Start" signal.
### Recommended Next Steps
* **Clear the Codes:** If your diagnostic tool allows it, clear the codes and try to crank again. See if 335 and 332 come back immediately—if they do, you have a hard short in the ICP sensor circuit.
* **Unplug the ICP Sensor:** With the engine off, unplug the ICP sensor entirely and try to start it. The PCM will revert to a "default" pressure map. If it starts, you know for certain the issue is with the sensor, the pigtail, or the wiring.
* **Check the IDM (Injector Driver Module):** Since you had a cluster rebuild, ensure there was no moisture damage to the IDM (located on the driver's side inner fender). A corroded IDM plug is a classic cause of these engines refusing to fire the injectors.
Since you're comfortable with digital forensics and have experience with skip-tracing, I'd treat this like a bad lead: focus on the **wiring harness integrity** between the sensors and the PCM/IDM rather than throwing more parts at the system.
Are you using a dedicated scanner to monitor live data (like ICP pressure in PSI) while cranking
Get an live data scanner
