[LMP]

UPDATE...if I can say so....
NOt much time to look at that problem recently but I understand the question mark over the head of those who have the same problem: car worked perfectly returning home and next morning, would not fire up.

- spark is AOK...so crank sensor works (at least that is what I thought...see further down). PCM is not required for spark in "bypass mode" so at this point PCM was still a suspect.
- No pulse on injectors: put the scope on one injector and no voltage voltage ever comes across it: 12V is there but no ground from PCM, neither at KEY ON, neither while starting.
- Checked TPSensor ..AOK.....cause if faulty at high voltage, PCM thinks full throttle (over 80%) is applied as driver wanting to clear a flooded engine and this cuts the injectors...so no joy here.
- checked ground on ignition module as suggested: tested OK initially but removed corrosion anyway and installed additional ground strap: no joy.
--and if car is left there overnight and I start the next morning , it will fire up and run for 1 second than stall....back to square 1. If I feed propane into the intake, it will run for a few seconds until propane is exhausted

...now....according to the "book", this could be a genuine crankshaft sensor failure: thee are 2 separate pickups in this sensor: a 18x and a 3x...and "the book" says if the 3x fails while engine running, it will continue without problem...but once stopped, it will not start again and injectors will not fire.
These are "hall effect" sensors..hence true electronics, ..hence due to fail.
Next step I'll hook the scope on the 18x and 3x signal wires and report on what I see....plug C111 is actually mounted rotated 180° from the book...at least colored wires give a clue....

..... my wife's Sportage has just started to bug on spark 2...and son just bought a 1992 Z-34...please don't laugh...ah OK, laugh.

ALso all EGR solenoids had popped a code: 53,54,55 and QuadDrver B also (56). THe EGR valve was known faulty on one solenoid for a LONG time...but tests show condition (electrically) has not changed..but ah yes....2 of the small screws that keep the EGR valve in one piece were broken...(?!?) so only one remained and the solenoids coils were surely skewed at an angle from the plungers keeping them from operating properly..so OK 53,54,55... I decided it was time to straighten that up and have a brand new one from e-bay---1/3 price of aftermarket here in Canada...

Update again
Scope read a definite pulse train from the 18x spark reference signal from CPS..but nothing that can be considered as a clear signal from the 3x (fuel reference) section..and this would definitely kill the injectors according to "the book"...have to rely on something...

Although both signals pass through a "buffer" in the ignition module and reading was taken after the buffer, I abide by the evidence and will change the CPS...I "suppose" the buffer is OK....and we will see if that logic is a valid asumption.