LOL, yes I swapped the floats. Correct, the 2 blue wires are for the sender and there is zero voltage going through either one, key on, running or key off(obv). Power is fine to the pump.
I have continuity through all 4 wires on the new harness so there's no need to swap out harnesses.
Another bit I didn't share, when I originally drained the fuel tank I used an electric pump and siphoned everything out of the tank through the filler hole with the key off.
That means when the rig was shut off the tank had fuel in it. For some reason after I drained the tank I turned the key to the on position, and that's when the gauge dropped to zero and the low fuel light came on and has stayed that way. I was reading through the shop manual that since the PCM and controls the gauge position, troubleshooting gauge problems needs to be done with diagnostic equipment, so I am leaning towards just taking it to a shop. I've worked on vehicles for over 30 years(professionally for 20 of them) and I HATE it when I get to this point- and it's getting more and more frequent!

FUEL LEVEL SENDING UNIT / SENSOR DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is attached to the side of the lower fuel tank module. The sending unit consists of a float, an arm, and a variable resistor track (card).

OPERATION
For Fuel Gauge Operation: A constant current source of approximately 32 milliamps is supplied to the resistor track on the fuel gauge sending unit. This is fed directly from the Engine Control Module (ECM).
[NOTE: For diagnostic purposes, this 12V power source can only be verified with the circuit opened (fuel tank module electrical connector unplugged). With the connectors plugged, output voltages will vary from about 0.6 volts at FULL, to about 8.6 volts at EMPTY (about 8.6 volts at EMPTY for Jeep models.]

The resistor track is used to vary the voltage (resistance) depending on fuel tank float level. As fuel level increases, the float and arm move up, which decreases voltage. As fuel level decreases, the float and arm move down, which increases voltage. The varied voltage signal is returned back to the ECM through the sensor return circuit.

Both of the electrical circuits between the fuel gauge sending unit and the ECM are hard-wired (not multi-plexed). After the voltage signal is sent from the resistor track, and back to the ECM, the ECM will interpret the resistance (voltage) data and send a message across the multi-plex bus circuits to the instrument panel cluster. Here it is translated into the appropriate fuel gauge level reading. Refer to Instrument Panel for additional information.

DIAGNOSIS AND TESTING - FUEL LEVEL SENDING UNIT
The fuel level sending unit contains a variable resistor (track). As the float moves up or down, electrical resistance will change. Refer to Instrument Panel and Gauges for Fuel Gauge testing. To test the gauge sending unit only, it must be removed from vehicle. The unit is a separate part of the lower fuel tank module section. Refer to Fuel Tank Module Removal/Installation for procedures (remove only the upper section of the fuel pump module). Measure the resistance across the sending unit terminals. With float in up position, resistance should be 20 ohms (+/- 5%). With float in down position, resistance should be 220 ohms (+/- 5%).

It's a 2006

I saw that info posted on another thread here and that's what had me hunting for voltage in one of the sender leads. There is none in either lead in any key position

It's a 2006
I saw that info posted on another thread here and that's what had me hunting for voltage in one of the sender leads. There is none in either lead in any key position

This is very neat information from WWdiesel^^^^
I usually check wiring by taping a small needle or pin to one of the meter leads.
I then piece the insulation with the pin/needle to make my measurements and then seal the pieced insulation with glue or by melting the plastic when finished.
Make sure you do not touch the meter leads with bare hands while doing this.