Alright sleuths, I have one for you. Its got me stumped beyond belief

2002 C5 0411; recently unbricked. Gen 4 block swapped into a Gen 3 car. I have Gen 3 knocks, gen 4 CMP "properly" wired, 2x cam gear, 24x reluctor (I hope, aftermarket crank, but invoice states 24x)

PCM WORKS FLAWLESSLY IN MY TAHOE WITH A TAHOE FLASH

I have 4 dead cylinders, for 2 different reasons;
Cyls 1 and 6; no injector pulse- has spark
Cyls 5 and 8; no spark- has injector

Notes of importance;
CAR RUNS- surprisingly. Tach is accurate, HPT and Tech2 match tach- leads me to believe its not CKP. Wont rev above ~1500
Car will not start with CMP unplugged-spits but never catches- have not verified voltage at CMP or CKP
PCM grounds all show continuity
Tracing all injectors and dead coils to PCM show continuity
All coils and injectors have 12v KOEO
No injectors have direct shorts to ground
All cylinders but 1 and 6 have noid activity
All cylinders but 5 and 8 have spark
Swapped coil packs- no change, wiring has been traced to PCM, all coils have 12v+
Injectors are "brand new" recently cleaned and rebuilt by FIC
All injectors pass Tech2 injector benchmark and drop from 55psi static to ~10psi, PCM can cycle each injector
I can turn injectors off with Tech2 while car is running, cant force the dead ones to come online however
I've added a PCM case ground and a block to frame ground= no change

Ideas:
Corrupt tune file
bad reluctor ring, or backwards reluctor
Some common sensor that almost works. All sensors on this build are brand new
Missing ground
Not enough boost
Needs a P59 swap

So, who's got the magic sauce and the "you're a dumbass, its right here, circuit XXX"? Whatever the deal is, unless its the reluctor, its not mechanical

 

Called the shop that built the bottom end, they assured me they dont remove the reluctor to do balancing. So that eliminates one potential for error, hopefully

Pulling the starter to pull the CKP to investigate is.... a pain in this chassis

Calling TSP next

Edit: TSP welds the reluctor in place, so we can be nearly certain its not a reluctor indexing issue. Still could be bent and not getting picked up properly I suppose

 

I thought the point of doing a crankshaft sensor relearn is because the reluctor wheel can be anywhere in relation to the crank and it doesn't matter until the computer learns that relationship.

 

Well, I can't get the car to the required 4k rpm to do a relearn, so while that may be true; she is not happy enough to get over 1500rpm or so, WOT

Sounds like a damned subaru too

 

Did you do this? If not, you're going to experience everything you've mentioned.
Yours should be the Passlock method (2nd one).

 

Thank you for posting that. Going to see if I can bypass that procedure with the Tech2, then if I can't I'll jump in and do that 30min ordeal.

Will report back!

 

VATS is off in the tune and the Tech2 shows Theft Deterrent as "inactive"

I also don't have a flashing "SECURITY" light

still plugging away on it. Has to be something stupid simple

whatever the issue is, it's in the firing order. First 2 drop, next 2 hit, next 2 drop and final 2 hit

1 spark and 1 injector each pair of firing cylinders

 

Car is throwing P0336 "Crankshaft Position Sensor Performance"

got me a little nervous to say the least

 

Google photo and I figured it out

reluctor is on backwards. Thanks TSP.




Edit: comparing this to my LS6 crank, it may not actually be wrong 🤷‍♀️

So lost

 

Got a picture of the cam wheel on the motor?

If the 24x Crank wheel was on back wards it would not run. Just happened to some one on LS1tech in the past month. The shop he used put it on back wards.