[ImperialCrown]

Some scan tools have a hard time reading early OBD II. Try another scan tool if you can.
Make sure that both distributor connectors are secured to the distributor. Make sure that the distributor rotor is turning while cranking.
Check over fuses and any obvious underhood components/connectors being unplugged.
Does your 'ck eng' warning light illuminate with the key on?

 

[ImperialCrown]

Avenger and Sebring (and Talon) were DiamondStar (Mitsubishi) body wiring/diagnostic connector(s) . Is there a 2nd underdash diagnostic connector near the OBD 2 data link connector? This may be above the gas pedal area and rectangular in shape.
Can you find an OEM crank sensor to try?

 

[ImperialCrown]

If the 'ck eng' light doesn't even come on for a bulb-check when the key is turned on to 'run', there is another problem. A power or ground or a short-to-ground in either of the 5 or 8 volt sensor supply lines will put a 'good' PCM into protection instead of the possibility of damaging it. It will also keep the vehicle from starting and from communicating with your scan tool.
I checked the 1995 Powertrain Diagnostic Procedures book and there should be just the one OBD2 DLC underdash connector for domestic JA (Cirus, Stratus and Breeze) vehicles. The FJ DiamondStars had the 2 underdash scan tool connectors and a DRB adapter was needed to access the DiamondStar/Mitsubishi PCM.
If you Google for issues reading fault codes and connecting to PCM's on 1995 OBD2 vehicles, you will find more information.

while earlier poster is correct that OBDII was not available untill 96
some 95 had it. Try coding your car as a 96 not 95. That is what I
(and the dealer) do on my 95 Neon.

This chapter explains how to test 1994–later OBD-II vehicles. Most vehicles are equipped with​

two testing modes: Generic OBD-II and Enhanced OBD-II. The EPA requires all 1996–later​

vehicles sold in the USA to meet OBD-II standards.​

Some 1994–95 vehicles may appear to be OBD-II equipped, they may not be fully compliant.​

Check the VECI label to determine if a 1994–95 vehicle is an OBD-I or OBD-II model.​

The following information and procedures are specific testing in Generic OBD-II mode. For​

general scan tool testing information, see the user’s manual for your diagnostic tool.

Many aftemarket/generic OBD2 scan tools had trouble reading these early OBD2 vehicles. The DRB III would be certain to get into the PCM (if it has the ability to communicate) and find the problem. I hate to suggest a tow and diagnostic by the dealer, but it may give you your answer.

 

[ImperialCrown]

Any fault codes would have been erased with a dead battery. Some cars can't do the key-dance and can only be accessed by a scan tool, which hasn't been easy yet either.
I would really hate to condemn the PCM and not have that be the problem. Replacing it at this point is a gamble as I don't think that it can be returned after trying it. It could be programmed with the VIN and mileage, but these aren't necessary to have it run the engine. I don't know if your Cirrus has the speed proportional steering or not. I may be able to tell with the last 8 of the VIN. Is there a small black, plastic module with a 4 or 5 wire connector going to where the power steering lines go into the rack? Not to be mistaken for the 2-wire connector is the p/s pressure switch that they all have.
The dealer DRB is the only tool that I can think of that might produce a more confident diagnosis that would lead to a one-shot answer and save you money in the long run...or not.
Do you have the 5 or 8 volt power supply from the PCM to the crank sensor supply terminal with the key on?

 

[ImperialCrown]

The 1st key position from off may be an 'unlock' and not really an 'off' position. Try it in both combinations, sweeping the key past unlock to off and back to run 3 times within 5 seconds. Then unlock to run 3 times.
If anything shows up, it may be by the flashing 'ck eng' lamp or P-codes in the digital odometer.
A cluster self-test may also produce a code. With the ign off, press and hold in the trip odometer reset button, then roll the key to on and release the button. The gauges and VF digit segments should do their little dance. Watch for any codes in the odo display during and after the test.
If nothing comes up, then I have to think that the DRB is the answer for fault codes?

 

[ImperialCrown]

The optional speed-proportional steering (SPS) circuits are independent of the circuits that run the vehicle.
Whenever the PCM is reprogrammed, the SPS connector on the steering rack must be disconnected for that and then reconnected after completing the reprogramming operation.