2004 SRT-10 Crank No start

2004 Dodge RAM SRT-10 with 8.3 Viper engine, Crank No Start
VIN:#D7HA16H14G269828
RWD
Standard Trans

Truck had a clutch put in it by a previous owner and supposedly hasn't run since. Previous tech put a new ECM programmed to VIN already, New crank, and new cam sensor. Cranks but wont start, Has spark, Its getting fuel pressure. Compression is good checked via labs-cope. Had no codes when I started, I got it to pull a P0340 code for No camshaft Reference to PCM after several tries attempting to start. Only cranks a few revolutions via the starter button on dash then stops cranking, according to mitchell pro demand this is common if ecm doesn't see cam sensor input. When checking the connector at the Cam and Crank sensor I get 5v on reference pin, 0v on signal pin, and 5v on ground pin. Ground Pin has no continuity to chassis ground at either connector. I back probed 2 channel lab-scope to the signal pin on both the cam and crank sensor and no signal when cranking. I also have no continuity between the ground pin going from the cam sensor and crank sensor. Truck only has around 6,000 miles on it is like new conditions, I cant find any grounds unhooked, chaffed or incorrectly ran harness... 

If manually feed the starter solenoid I have no issues with the engine turning over but it wont fire

First train of thought was that past tech did not hook a chassis ground back when installing clutch, I couldn't find any left out, I paralelled a jumper wire on ground side of 3pin cam connecter to chassis ground and it pulled my ground voltage to zero, but no change in results, and no change on ground pin at the crank sensor either, it still showed 5v. Still no signal from the cam.

Not sure where to head next on diag, please comment 

I also verified flywheel clocking as the crank sensor uses the flywheel as a reluctor wheel, all installed correctly.

I was back probed in wrong wires, verified I have good scope wave to the ECM for crank and cam

I'm not very familiar with this platform, but you mention that the clutch had been changed and after that it did not run. Then you mention the crankshaft reluctor is on the flywheel. Was the flywheel changed?
Possibly incorrect for this application? I have seen camshaft codes set for the cam sensor, the crank sensor or the relationship between the two.
I would want to see rpm on the scan tool for starters and would scope the cam and crank sensors to compare with a known good.

Flywheel is correct and it has a dowell pin so it will only fit one way that has been verified, Trying to find a known good waveform but not exactly common being its a v10 viper engine.... ASD relay is not activating, ecm is kicking it out of trying to start because it is not registering cam signal for some reason, Have good continuity to ecm on all 3 cam sensor wires and when integrity tested minimal volt drop under load so were good there. Going to back probe cam/crank signal wires at PCM today and verify no EMI or anything wonky once they make it to pcm, if that checks going to search for known good cam crank correlation waveform, if those cant be found then as last resort I will pull the timing cover and verify cam crank correlation...

That will verify the cam timing is physically correct, which I don't doubt, but the waveform will show us what the PCM is seeing. Since the crank reluctor is on the opposite end of the crankshaft, it's very possible to have perfect timing and a crank signal that is mistimed. I want to see the signals generated by the sensors and how they align with each other. Post up the waveforms and we can work on finding a known good.

I dont have a good way to screenshot them from my pico because the firewall on my work computer.... But I do have good wavefrom's all the way to PCM from crank and cam, I really need a reference signal to compare... Likelyhood of cam timing being mechanicly off with a truck that has 6,000 miles on it and has good compression is pretty low, looking like this one is headed towards getting a aftermarket Holley ECM integrated, just gotta figure out how to make the CAN communicate with the dash in the truck... If I spray tumor juice into the intake it will try to cough then small backfire through intake, something in ecm is defiantly causing spark at the wrong time. Verified from 4 different resources reluctor for firing on back of flywheel is correct

I agree, the likelihood of actual cam timing being off is small.
And it ran before the clutch?
I would settle for a picture of the scope screen from your phone.
Is the new flywheel specific to the truck, or are you using viper parts?
OEM?
Did it come with the reluctor installed on the flywheel or does it need to be transferred to the new flywheel from the old one. This would be an opportunity for the reluctor to be shifted and cause a no start.

I do have access to a non srt v10 ram 3500

I have original flywheel and replacement both are same, Its not a design like we would be use to seeing, Its almost like bolted on flywheel weights bolted in a pattern if that makes since, I didnt take full 2 revolutions of scope data pics but I did take start and stop of the cam... Ill have to figure out how to post them on here... It apears the ram3500 would use a signal off the reluctor built onto the crank so it would be different

I'd like to see the waveforms, too. If you could post the .psdata file, that would be preferred.

When checking the connector at the Cam and Crank sensor I get 5v on reference pin, 0v on signal pin, and 5v on ground pin.

5 volts on the sensor ground is a problem. Check some of the other sensor grounds. If they are all bad, check the PCM grounds pins 31 and 32, and G110.
 

 

I origionally was backprobed into wrong wire....

I found it! Cam jumped 2 teeth, Ideally I would have had known good cam/crank correlation to compare to but being a viper engine not like that's common..... I was able to compare intake lobe center to known cam spec of 117 ICL and verify cam was out of time by 30 degree's using lobe center method with dial indicator and a degree wheel off the flywheel and not have to disassemble anything any further other then pulling the driver rocker box and 1 rocker arm... Bottom crank gear is 23 teeth leaving each tooth a value of roughly 15 degree falling right in line with jumping 2 teeth. Sure do wish I had the peso's to purchase a pressure transducer, I bet it would show up clear as day on a dynamic compression test of where the intake event is happening on the waveform.... Sure did throw all of us for a loop thinking the crank firing was off when the clutch job was done. Truck is also pro charged and has a heavy shot of nitrous, I bet money the tech that put a clutch in gave it the beans pretty hard on its test drive and that's when it jumped time from so much stress on valvetrain from pro charger and large valve springs ect....

Nice work 👍👍.
Glad you found it, I certainly didn't expect it actually be out of time.
As far as a pressure transducer, I still run a home made one I cobbled together quite few years ago with a Nissan Altima AC pressure sensor a phone charging cord and a compression gauge hose. Cheap, easy and reliable.
Way to stick it out to the end 😎

It would be really cool if you collected a known good cam crank waveform since there doesn't seem to be one readily available