01 No Start Got Fuel,spark,compresion

01 Astro Towed In With Maf Performance Code.replaced No Change .loud Noise Through Intake Like Timming,egr,cat Or Valve.checked All ,evry Thing Is There Fuel Preasure 66psi,cam/ Crank Sync,ok. Maf Sig Ground Freq All There And In Spec . Spark Plugs Get Fuel Soaked Within Minutes Timming Is On . Injectoin Pulse Is Good All Sensor Read Normal.compression Is Good .all Engine Grounds Are Good. When You Crank It Over It Seams Like The Timming Is Out I've Pulled Of The Timming Cover To Inspect It Was Good I've Replaced Evrything Except The Bcm And The Ecbm Evry Thing /cap,rotor,wires,plugs,distr.,ignition Mod.,maf,map,coil,cam,crank,vcm,ran Another Van With Vcm!!!.mechanicly The Engine Is All There On The Scan Tool All The Sensors Are Reading Normal Fuel Is Good I'm Running Out Of Parts To Replace Some One Please Save Me From My Personal Hell!!

Time to stop guessing and start diagnosing.

Key on, do you have battery voltage on the pink wire at the ignition coil?

Does the black/white wire at the ignition coil pulse while cranking?

Do you have good blue, (not orange) spark out of ignition coil while cranking?

Will it jump a 3/4" gap?

Do you have good blue spark at more than one spark plug?

Key on, engine off, fuel pump running 60 to 66psi?

Does fuel pressure remain above 55psi for 3 to 5 minutes after the pump shuts off?

Post your results to these tests and we'll keep going if necessary.

ignition pulse good I have all good output from vcm. the fuel pump is well within spec and the preasure regulator is not leaking down. spark is greate just as good as the identical van. we saw something a litle weird on the tech2 the sig from the ignition does not read corectly .it reads run in three position off acc and in the run position the computer does identify when it is cranking but while the key is removed it still reads run on the pid. and I've gone through all the repair and diog procedures from alldata and gm repair manual .thats why i replaced evry thing that controls timming and fuel

OBDII does not directly monitor fuel delivery or ignition, so if the SES light is not illuminated, check the distributor rotor alignment and firing order.
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What are the exact fuel pressure readings and leakdown rate?

66-65 psi koeo after 5 min 63-57 I did this test a number of times with diffrent fuel presure regulator and injector units. I' ve also run this van on a motovac this suplies its own fuel and variable fuel preasure. with diffrent fuel and fuel presures the van was the same. thank you for having intrest with my problem. I can also give you some data from the scan tool if you would like . I have 2 of the same vans at my shop the only diffrence is 1 runs ..

When an engine backfires through the intake, it's called induction, is that the noise you're hearing?

It does spit back up through the intake with no real force and some times a white puff ...yes

The problem is with ignition timing or secondary wiring.

Refer to the link in post #4 on rotor alignment:
Manually rotate the crankshaft until the rotor lines up with the "6" on the distributor. When it is lined up, check crankshaft index mark and make sure it is at TDC. If you had the distributor out, it may be off 180 degrees.

Recheck plug wiring firing order in the distributor cap. The "6" lines up with the #1 spark plug.

mechanically the engine is dead on balls the timming of the engine is on the timming cover has been off and checked with the possition with the distributor it is all correct using a whisle finding tdc linning up the 2 timming marks and cam crank corralation the engine is all in speck the problem that i'm having is in the electronics. the timming of the injectors and spark is being inturupted or interfeard with by something . and I can't figure out what ... emf from what . the hole wireing harness has been replaced and i know some gm if not most are afected by emf .. and can be real senseative of voltage .and the cap, rotor, wires are all new even the hole distrib. has been changed ... sory about the spelling

I think you might be making this difficult on yourself... start with the basics, and always remember the "kiss", Keep It Simple Sweetheart" ;) Fuel pressure, valve timing and compression are all good. Fuel is being delivered to the combustion chambers. You have ignition pulse to the coil and spark to the plugs. You've got the necessities. The only thing left is spark at the right time. If you are experiencing induction, ignition timing is off.

what controls timming

Ignition timing is controlled by the VCM. When the distributor is installed according to the link in post #4, that's all that's necessary, the VCM does the rest. In post #1 you said that you tried another VCM, so unless that vehicle is doing the same thing, the VCM is not the problem. You also mentioned the distributor was replaced: The drive gear can be installed two ways on the distributor shaft, only one is correct to keep everything in "sync". You might want to consult the GM shop manual and make sure it was installed correctly when they rebuilt it. If you can get the engine to run, it might set DTC P1345 if it's far enough out of "sync".

:runaround: this van ran when it came in now it will not this all happened before i started to swap parts. the distr. is good the firing order is good the placement of the injectors is good.the vcm ran another van. without reprograming! i'm getting good output of the sensors and from what i can see good outpt from the vcm.. It has life butt it will not live

What brand of parts did you use: Spark plugs, ignition wires, distributor cap, and rotor?

ac delco plugs belden wires ac delco cap and rotor ac delco remaned distr all parts have been changed with known good I have 2 of the same vans

Have you tried swapping the entire distributor?- based on the information below- I'd try that next.....you may have a CKP signal- but may not be valid....

This electronic ignition system is known as a high voltage switch (HVS) distributor ignition system. Trigger information is supplied only by the CKP sensor. The CMP (HVS) is located inside the distributor, and is used for fuel injector sequencing and misfire diagnosis. There is no back-up or by-pass system used, so the engine will not run without a valid CKP input. The PCM signals the coil to fire through the IC module. The resulting secondary energy is distributed to the spark plugs by a conventional distributor cap and rotor assembly

CMP Sensor (HVS) in Distributor
The CMP sensor is located in the distributor base. The distributor is driven by the camshaft and distributes the secondary voltage to the spark plugs through the distributor rotor, cap, and wires. The CMP sensor produces a signal once every revolution of the camshaft. The CMP signal identifies the position of the #1 cylinder relative to the crankshaft

entire distrib has been changed with a known good and both cam /crank sensors are new from gm the van will not run long enough to do a cam/crank sync all with no change