Troubleshoot wiring harness 68236867AD repair?

Sorry to take so long. The only diagrams I have access to are rather miserable compared to Chrysler's diagrams. It takes a long time to format them for uploading. These seven are for Powertrain Management. The last four are for your connectors. If you give me some time, I can do the same thing for the fault code diagnostic steps.

With all of those codes I don't think you need to do all that. It sounds like you have lost the 5-volt reference voltage to the sensors. It's the one thing they all share. The attached are the sensors that get power from pin 87 on the powertrain control module. I would start at the MAP sensor on the rear of the intake manifold. With the key on there should be 5 volts at pin 3 the Brown w yellow wire. I would suggest using a needle to poke through the seal on the connector and test for 5 volts that way, I suspect you will find no power. Unplug the sensor, have 5 volts now? MAP is shorted, still nothing, keep the meter in place, unplug the cam sensors one at a time, when you see 5 volts return, you found the shorted sensor. Replace it and verify the 5 volts is back. Now in the event you unplug them all and still have no 5 volts you can go to the PCM and back probe at pin 87 and see if there is voltage there. If yes, then that wire is likely broken or shorted in the harness that feeds the other sensors.

Doubt that is it, that looks like the optional connector for the adjustable pedal motor. That would be a 2 wire with a light green with blue and one light green with yellow.

Dandy answer, brother Steve, dandy answer. I have one comment of value though. I can't say for sure on something this new, but on the older Chryslers, when the 5-volt supply became shorted, the computer shut it down to protect it. Once you unplugged or fixed whatever was causing the short, the ignition switch had to be turned off, then back on to reset that power supply. It didn't come back on its own.

Let me know when you need more of my wondrous wisdom.

Both will work if you know the ground pin on the sensor is okay.

That connector is nothing to do with this issue. It is the power connection for the electrically adjusted brake and throttle pedals. It goes up to the switch that allows the pedals to be adjusted like a seat is adjusted if you have that option. Does nothing else with the rest of the vehicle.
You say it's a lot of white smoke and that it will start if you hold the throttle open? That sounds like the injectors are firing wide open but the fuel is so rich it's flooding it until air gets in there to lean the mix out and it can start. If you clear those codes do they come right back? Do you have access to an oscilloscope? That would let you look at the actual signal waveform and see what the PCM is getting for a timing signal.

I'm a little behind, but it seems we're looking at the 5-volt supply, (there's two here), as a possible suspect, so I copied and formatted the diagnostic chart for code P1628. Look through this and see if it helps.

I only picked code P1628 to start with because it is related to all the other codes. It takes me about two hours to copy the steps, and then fix the formatting that doesn't get included. I'm just trying to post the information, even though it doesn't look pretty. I can do the same with any of the other codes, just tell me which one to start with.

I wanted to add a comment of value about the difference between signal ground and actual ground. All of the sensors have ground wires that do go back to ground, but they go through the Engine Computer to do that. This way the computer can monitor that circuit.
As a result of that monitoring circuitry, you're going to find very close to 0.2 volts on those sensor ground wires.

I didn't look at your diagram, but on all the older Chrysler products, there were four ground wires on the Engine Computers. I don't mean the ground wires coming in to it. I mean four that actually bolt to the body sheet metal. One of them is called the "signal" ground. A second one is called the "power" ground. The power ground is for high-current circuits like for the ignition coil(s), injectors, solenoids, and relay coils. None of those are affected by voltage variations, regardless of cause. The problem is there is always a tiny amount of resistance in the wires and the circuitry in the computer. Since you're an electrician, you'll understand what I mean when that resistance causes a voltage drop when current flows through it. Ignition coils and injectors switch on and off, so the current through the ground wire is always changing, and so is the voltage drop. That voltage drop might be in the order of tenths or hundredths of a volt, but that has no affect on those circuits.

If the sensors were grounded on the same ground circuit, they would see those tiny voltage fluctuations. To them, a few hundredths of a volt on the ground wire can translate into a similar variation on their signal wires, and a few hundredths of a volt can have a huge meaning to the computer, especially from the MAP sensor.

I never tried measuring continuity between the various ground wires, so I don't know what "normal" is, but there are separate circuits so the pulsing voltage and current don't affect each other. There was always a second power ground and a second signal ground for redundancy, in case one got cut or corroded.