ok went back and tested I'm so not a electrical guy
first test pin 31 to 43 was 0, short to volt was .4, short to ground was 0, signal for open was .09 hope that makes sense

 

Yeah, I don't like electrical stuff either.

So: Measure the resistance between the PCM engine connector pin 31, harness side and ground; and between the PCM engine connector pin 43, harness side and
ground. Are the resistances greater than 10,000 ohms? If not, REPAIR the circuit. CLEAR the DTCs. REPEAT the self-test.

 

that test was both zero, the with the ohms

 

ok are pins 31 and 43 for the CMP? And if so pin 44 is to the CMP. I pulled the plug off the cam sensor and checked from the CMP plug to the PCM and I have continuity, tested the resistance on the old CMP and it was around 900 ohms.

 

Anyone have any ideas on this one???

 

If it didn't pass the test (ie didn't have the proper resistance), then the harness or sensor or both are bad. Those tests are from the Work Shop Manual. Am I missing something? In post #18, you said the resistance was 0 ohms. It passed the "short to open" test, but from your posts it failed the "short to ground" test.
Also, why the mention of pin 44? Was it mentioned in the WSM testing links I posted?

Also, the circuit could pass a continuity test, and still have a short to ground. At least that is my "limited opinion".

I hate to blame the sensor, but I sure don't like the aftermarket CMPs. It probably is in the wiring though, based on the "short to ground" results.

 

Ok thank you, like i said I'm totally lost when it comes to electrical. I was asking about pin 44 because that's is the orange wire from the CMP plug at the sensor, was just asking. Do you think it's the main harness? More on the main harness I have the EGR delete and there are 3 plugs that are open on top of the motor could that have led to a main harness failure?

 

Ok thank you, like i said I'm totally lost when it comes to electrical. I was asking about pin 44 because that's is the orange wire from the CMP plug at the sensor, was just asking. Do you think it's the main harness? More on the main harness I have the EGR delete and there are 3 plugs that are open on top of the motor could that have led to a main harness failure?

 

I can't see how the 3 open plugs would be connected to your issues.

Just to summarize for my own benefit (memory and all).

Crank no-start.
You are getting both syncs, 160+ rpm cranking, 1.16 ICP volts when cranking (800 psi or so). Your IPR is 33% (from PMs)
You have a P0341 code (CMP), but no injector buzz at key on. You have tried a new (aftermarket) CMP sensor.
You swapped FICMs with a known good one and no change.
You have fuel flow to the secondary filter and good fuel pressure.
You have an Auto Enginuity and you have tried the buzz test, and still do not get any injectors to buzz.
The electrical tests SEEM to indicate a short to ground in the CMP circuit.

First a request for a few more cranking parameter information:
Mass Fuel Desired
Fuel Pulse Width
Vreference voltage (previous request that hasn't been answered)

The only reason I am not real confident of the CMP wiring being the issue is because you do have FICM sync. That is why the request for more cranking information. Also in a couple of similar threads over the years (those threads didn't have a P0341 code though), all 8 injectors being bad (as unlikely as that is) was the issue.

So let me now ask about your previous posts (#9). You said you have some donor injectors that should be good and you were going to try them to see if you could hear a buzz. I also suggested disconnecting injectors one-at-a-time to see if a single shorted out injector was preventing a successful buzz test. I still think these are good ideas.

 

Thank you Mark, I will get you those cranking numbers today. I thought I had some donor injectors but that was a bust still trying to get at least one that I can test with. I have started unplugging one at a time still no luck have the driver side to do.

 

Fuel pulse width 2400+ mass fuel 33.69 volume fuel desired 40+ I don't see a pid for vreference volts thank you for you time Mark I'm still testing the injectors but it's about 108 outside and I have no shade tree haha

 

The FPW seems a little high, but probably not a big deal. In general those numbers look like the FICM has what it needs and is sending the signals to start. I am leaning more to the injectors with that news. I don't understand why your CMP electrical tests showed bad on "short to ground" though.

 

I don't understand why Auto Enginuity doesn't read/report the V-reference PID (or 5V reference).

 

 

haha thanks it's been on the list of stuff to get!