Was driving a couple days ago, decided to get into the pedal and the truck suddenly started to hesitate like it was starving for fuel. Tank was low, I quickly switched to the rear tank and after 10 seconds no difference. Truck stalled as soon as I lifted off the pedal and wouldn't restart. Multiple times cranking and nothing. I didn't notice any white smoke while cranking either. Decided to turn the key forward until the GP's went out (I have an led light installed on my dash wired directly to the GPR so I know they are definitely out) Waited 15 seconds after the led went off and gave it a shot of either. After a couple cranks the truck fired, had to keep pedaling the gas and brake to keep it running because it ran like it was starving.
Smoothed out above 2k anything below and it felt like it was down a few cylinders. I was 1/2 mile from home with no where to turn the truck around so I drove it back in reverse. I had to pedal the gas and brake to keep it running and get it up the driveway into the garage. Once I stopped it died, truck wouldn't fire, barely any smoke. I needed to replace the lift pump anyway. I did it last night and the truck refuses to fire. It took much longer than expected to fill the bowl also. Had I known anything about the IPR then I would have taken it out and serviced it while I had easier access. I did some reading today and discovered other possible problems like the IPR ICP, however I do not have any scan tools or real diagnostic equipment.
I need to get this truck back up asap, I need it everyday for work. I found this relating to the IPR New Page 0 I assume it is under the FRP, towards the front drivers side of the motor with the hinge type wire lock on the plug?? I assumed CPS from all the stories I've read also, but if that was true I assume I wouldn't have gotten the truck fired back up after its initial stall.
Thanks for the help, I've done some research and this is what I've narrowed it down to - any help and suggestions would be great.
I would look at this page for some ideas. Also if your unplug your ICP this will cause the pcm to default to 725 psi. If it starts then you have a problem in your hpop system.
If unplugging the ICP and it starts then the problem actually is electrical or bad ICP itself.
P1212 sets if 725 psi of ICP is not detected in 6 to 15 seconds of cranking.
P1280 code is for ICP circuit low (often open circuits). Typical issues include, corrosion, spread pins, or
improperly crimped terminals at the ICP sensor harness connector.
If a P1280 is set, the PCM will display a default value of 725psi at idle. To verify open circuit concern use
ICPv.
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Jim Sult / Excavator (we dig it) Trying to fix it? KISS IT"KEEP IT SIMPLE STUPID" Avatar- purchased off Ford lot as NON RUNNING ENGINE - I drove it off lot in 1 hour/ my everyday 1996 F250 XLT Ext Cab, Powerstroke, 4x4 Dana 60 , Bilsteins shocks, Greggs MB AutoTrans, BabySwamps,Tony Wildman Chip, AutoMeter Pyro/Trans/Boost, Tymar intake, MBRP 4 in turbo back exhaust, 209000 miles,D&B HT Starter
1996 F350 XL PowerStroke 4X4 DRW, Auto Trans, Stock Work Dump truck, DDP down pipe,Tymar intake, 113000 miles
1997 F350 XL 2x4 DRW Powerstroke , DP Tuner PCM, 5 speed,Luk Clutch Tymar intake. DPP downpipe, 185,000 miles
It could be a sensor or a leak...hpop system problem
A low ICP signal indicates a high pressure oil system problem: stuck or leaking IPR, leaking injector o-rings, no oil delivery (engine oil pump), high pressure oil pump or PCM malfunction. All readings normal except FUEL PW indicates a CMP signal sync or count problem, either the gap between the CMP and the sensor ring, a warped ring, or the CMP itself. If the glow plug system and inputs/outputs are within specifications, check fuel delivery. At the fuel pressure regulator block schrader valve, minimum pressure should be 20 PSI. If it is low, replace the filter and recheck. If it is still low check for a restriction between the fuel tank and pump by installing a vacuum gauge on the fuel supply side of the pump. If the reading is above 6 inches there is a restriction, below replace the fuel pump.
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2000 7.3 Power stroke turbo,165k miles. Bull dog tuner. Air raid cold air intake.
galexander:
The ICP should set it to default of 725 if there is a problem with the PSI with out doing anything. If the ICP goes bad then it can send wrong signal and not let it start. If unplugging ICP and it starts then ICP is bad or bad wire
If major oil leak in HPOP system causes low HPOP then unplugging ICP will not help
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Jim Sult / Excavator (we dig it) Trying to fix it? KISS IT"KEEP IT SIMPLE STUPID" Avatar- purchased off Ford lot as NON RUNNING ENGINE - I drove it off lot in 1 hour/ my everyday 1996 F250 XLT Ext Cab, Powerstroke, 4x4 Dana 60 , Bilsteins shocks, Greggs MB AutoTrans, BabySwamps,Tony Wildman Chip, AutoMeter Pyro/Trans/Boost, Tymar intake, MBRP 4 in turbo back exhaust, 209000 miles,D&B HT Starter
1996 F350 XL PowerStroke 4X4 DRW, Auto Trans, Stock Work Dump truck, DDP down pipe,Tymar intake, 113000 miles
1997 F350 XL 2x4 DRW Powerstroke , DP Tuner PCM, 5 speed,Luk Clutch Tymar intake. DPP downpipe, 185,000 miles
Correct / if you unplug the ICP it goes to default of 725 and if it starts then there is electrical problem or bad ICP
If you unplug the ICP it goes to default of 725 and if NO START then NOW there is HPOP leak or weak pump
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Jim Sult / Excavator (we dig it) Trying to fix it? KISS IT"KEEP IT SIMPLE STUPID" Avatar- purchased off Ford lot as NON RUNNING ENGINE - I drove it off lot in 1 hour/ my everyday 1996 F250 XLT Ext Cab, Powerstroke, 4x4 Dana 60 , Bilsteins shocks, Greggs MB AutoTrans, BabySwamps,Tony Wildman Chip, AutoMeter Pyro/Trans/Boost, Tymar intake, MBRP 4 in turbo back exhaust, 209000 miles,D&B HT Starter
1996 F350 XL PowerStroke 4X4 DRW, Auto Trans, Stock Work Dump truck, DDP down pipe,Tymar intake, 113000 miles
1997 F350 XL 2x4 DRW Powerstroke , DP Tuner PCM, 5 speed,Luk Clutch Tymar intake. DPP downpipe, 185,000 miles
__________________
Jim Sult / Excavator (we dig it) Trying to fix it? KISS IT"KEEP IT SIMPLE STUPID" Avatar- purchased off Ford lot as NON RUNNING ENGINE - I drove it off lot in 1 hour/ my everyday 1996 F250 XLT Ext Cab, Powerstroke, 4x4 Dana 60 , Bilsteins shocks, Greggs MB AutoTrans, BabySwamps,Tony Wildman Chip, AutoMeter Pyro/Trans/Boost, Tymar intake, MBRP 4 in turbo back exhaust, 209000 miles,D&B HT Starter
1996 F350 XL PowerStroke 4X4 DRW, Auto Trans, Stock Work Dump truck, DDP down pipe,Tymar intake, 113000 miles
1997 F350 XL 2x4 DRW Powerstroke , DP Tuner PCM, 5 speed,Luk Clutch Tymar intake. DPP downpipe, 185,000 miles
Ahhh, got it, unplugged the ICP (or what I think is the ICP) in back of the compressor, bellow next to he engine hoist bracket and the sucker fired up, ran like a bag of crap throwing black smoke.
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, Bilsteins shocks, Greggs MB AutoTrans, Baby 
Swamps,Tony Wildman 
Chip, AutoMeter Pyro/Trans/Boost, Tymar intake, MBRP 4 in turbo back exhaust, 209000 miles,D&B HT Starter
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