2001 Ford ranger 4.0 cranks no start. possible antitheft questions for the community

hello and merry Christmas to everyone!!! i hope all is well, im looking for some pointers and to see if anyone has ever come across anything like this previously. 

01 ford ranger "edge" 4.0 v6 automatic. cranks but no start. customer towed car into me with the steering column apart. red flag to me. he said it was simply to bypass the neutral safety swich. so it will crank with the key however you must put it in neutral to do so. 
i have spark. fuel pump is priming. customer had previously replaced the fuel filter with an amazon filter and mistakenly put the return and the feed lines on the wrong lines. i fixed that. i am getting fuel pressure however it is low. 
the codes im getting are. -b1359- accessory run circuit. 2.)p0500- vehicle speed sensor circuit error.3.)b.)1342- ECU internal error. this is also stored as a continous code in the pcm as a p code. werid thing is is only sometimes. mitchell and identifix tell me that this code means that the pcm requires replafement. and this would almost make sense to me because on the drivers side bank i have good injector pulse. the passenger side is extremely weak. i belive these are bank driven injection fired.  the knock sensor wires were touching up top on the intake where the sensor plugs in. the owner had them taped together howefver they were still able to touch i feel.  the data shows that the vehicle is enabled... and it says passive anti theft "yes" so im just curious if its intentionally shutting that side down or is it in anti theft mode. my launch will not go bpast the ten minutes to access the critical data i neeed. in the [pats syustem 
I would appreiate some pointers on this. i just ordered and recieved my low amp probe from hantek to add to mhy launch o2-2 osciliiscope. so if you could help me adjust my measurements for accurate testing accordingly i would greatly appreciate it!

This thing sounds like a mess. 

i am getting fuel pressure however it is low.

How low?

1342- ECU internal error.

There's not much you can do for internal ECU errors. Check the module for good powers and grounds. Then, stick a fork in it. It's done.

on the drivers side bank i have good injector pulse. the passenger side is extremely weak

Can you elaborate on this? What do you mean by "extremely weak" injector pulse? How are you testing?

i belive these are bank driven injection fired

All of the injectors share a common power feed from the PCM Power Relay.
Check to make sure that you have good, unfaltering battery voltage at the injector connectors, on both banks, while the injectors are firing. If you have a voltage drop on one bank, take a look at S104.
 
Each injector has its own control driver, internal to the PCM.

im just curious if its intentionally shutting that side down or is it in anti theft mode

I don't think that this is intentional shut down or anti theft. What module is setting the B1342?






 

I apologize for some reason Mitchell will print out many different vehicles with the same engine when I go to diagrams. But what I meant was I didn’t have a low amp probe for my oscilloscope so I was using what I could and cranking with a test light on the control side.. with Keyon engine off. I have battery voltage through both sides. With test light connected to power I had bright light on control wire. And power feed the (red). Passenger bank- 1,2,3, are yellow or white feet wires. While cranking the light is extremely dim. I will now use my scope to confirm faulty driver. But confirmed good ground and power feeds the two tests I have left are to disconnect the pcm and test at the pcm. I had thought I could get a sqaure wave or see the ramp from just using a T pin with my scope. After taking some cloassss I think I’m incorrect on this? So what should I hook my channels up to and the 5ref sig are all good as well. A p 1260 is what made me think the pcm is smoked. From what others have said on Identifix the PCM is bad. The customer had plugged in a different ignition switch from a used car which could be a possibility. Or this the pic on top of the intake I’m attaching it is a two wire connector that goes under the intake. Looks like a knock sensor to me. Colora from the harness yellow w red and violet w green. And as a side note yes this is a mess. lol I should be more careful with what I get myself into rather than trying to make the customer happy, 

Also to answer your question the only things my x431 pad 7 is reading are the pcm, restraint control module, and the generic electronic module. All the “b codes are stored in the “gem” p1000 , incomplete readiness of course in the pcm and intermittent p1260. I’m trying to get into the passive system but after the ten minute delay my scan tool says it is unable to access. I even paid for the immodbilizer download from launch as well as the ford o.e. Software

This is what I meant by “pats” service module saying “yes” this is live data from the pcm. It says the vehicle is enabled however the theft light when it first got here had stayed on during cranking. Now it is going out after 3aeconss like Mitchell repair manual advised.hopefully this helps a bit. 

I agree with Chad, this doesn't sound like an anti theft or intentional injector shut down to me either.
As you stated, you should be able to verify injector control by back probing the injector control wires and scoping the voltage.
As Chad pointed out, these injectors are individually driven, not bank fired.
You mentioned low fuel pressure, what is the fuel pressure you are measuring? Will the engine run on alternative fuel like carb cleaner?

I’m testing in line at the fuel filter. There is no pressure at the rail. I’ve even bought a new gauge and manually depressed the valve and seemed like air. However last night while testing it almost seemed to start and then seemed like it was vapor locking. So now that I have the hantek 650 amp clamp I can measure with my scope on channel 1. Paul had several channels going for references. Maybe you could quickly assist is it ok to back probe injector with a 20:1? And to ground? Of to the feed wire? Thanks so mich’

I use a Verus Edge, there is no need to use an attenuator with Snap On scopes, so I can't really speak of how to use it with your scope. If I was scoping for injector control, I would start with a 20v voltage scale, (all though the inductive spike can be upwards of 100v, it is not important at this point to measure the spike, I am just interested in are the injectors firing or are they not), with a 20ms per division time scale and the ground lead of the scope connected to battery negative. If 20ms does not provide a useable waveform, I will adjust more or less time accordingly.
However, the complete lack of fuel pressure must be addressed. If there's no pressure in the rail, injection control is not a factor.
Did you try to start the engine with an alternative fuel source like carb cleaner?