Couldn't resist the name.. call me crude. Not sure how to describe this but the long way;

Bit of History, as I'm new here so..bit long as a message:

Been fighting my car (03 STS Z06), for a year now (i'v got lots of nerve damage so I'm not a very fast worker nor does being ill lead to spare cash around. Hence this process taking the whole year.); It was a very modded car starting the year and is now as close to stock as I can go. I'v been chasing drive-ability and rev issues, with only two codes that are consistently unsolvable p0342 and p0343;

Tried several case learns w hptuners but car struggled getting too fuel cutoff! Wish it would say if case was successful or failed. It's hard to tell if it's actually happened or not. But today a new issue, and I wonder if there related. Does PCM, or BCM drive the DIC?

My DIC now just spats garbage to the screen; Where it would say corvette, door ajar... say's Do2938dna ajarou*()& So basically..I tested the DIC by using built in code reader to see if it's simply screen or whole system. Dic codes pattern looks right; Hud is fine buttons all work, as in screen changes to something resembling the right word (oil pras@*edja)Sd 7lbs) for example looking at oil pressure gauge.

Now is this related too the refusal of the car to rev? I'm not sure, maybe PCM is going out slowly? It's been real rainy for a while here.
Assuming moisture somewhere. Any ideas where to check for moisture? Does the IPC, BCM or PCM drive that part of the dash?

Way more history bit of info too:

Before I'm asked ... P0342/343 diagnosis... I'v done TONS, and I think it's why I can't rev past 4800 and never idles quite right, just sort of turns off at stop signs if I come down to stop in neutral too quickly. Tune is triple checked and STOCK, matches all my segments (hptuners) with multiple people double checking for me. At this point the car is almost 100% stock ti retainers, "r" lifters, hardend pushrod, stock dimension forged bottom end components (k1 crank/rods with wiseco piston 3.905 -4cc which should be ignore-able with these issues) I'v ditched the dual springs, the turbos, the 60# injectors, the YT rockers, the lifters,the dual roller timing set, the under drive pully, the Exedy clutch... swapped in it's original ls6 cam, started with a new stock cam during forged motor rebuild in Nov 2013, no dice fixing this if your catching my drift I'm real tired of this issue; Only thing left is the crankshaft, and that's just beyond my current physical ability and way beyond the budget paying someone else "real" shop prices. It is not tune related either have several hours of logs. Thanks to several kind sponsors, for looking at said logs btw. Maf,inj,cyl air, ve,timing,02's name it they look right, motor sounds good (no mechanical clanks) only unexpected codes (ac is disconnected those codes are valid and expected ) are the cam codes.

Which I'v been told only cause issues on startup but don't know if I buy that; My cam bolts are in tight with loctite. I'v changed the sensor twice, tested the harness to the pcm thrice.., tried case learns (no idea why call it long shots), have videos of the cam spinning in hole it's dead center in the window to me. Was so fed up and not sure hired a tuner, after a month he's not sure. (I'm in no place to pay people, but keep trying) Just kind of trying not to give in, don't know how much more in life I can give up before I just stop getting out of bed. Kind of my last project I'm afraid and I just don't want to lose; It's like the insult to injury as in my previous life I was a computer engineer.. and now meds make me so fuzzy I can't solve a 3 wire issue. So today was semi sunny I went out to play with it some more *(don't know why as it's going nowhere for a year now)*, and today a new oddness. Yay

Seems vette and I get sicker together day by day, Situation demands that the car is going away soon, finished or not. I drive my ball -less Z06 around, pretending it drives nice and right. It almost does unless floored, or in high rpms, and or occasional stop sign stall and die. Maybe not so nice, after all. I do enjoy it's "handling" but if I wanted a momentum car I'd have bought an Rx-8; As is I can only deal with any car for about 20 minutes before my hands and feet go numb I had to get something fun wise out of it. It's slated for sale and now that might be before it runs right selling for less cash .. I just want this thing right before I become completely incapable of driving any car. Even if I only have it a week from that point it's right at least I won't feel last fun project I got to do was a total fail.
End new guy intro/rant

03 Z06 Blk/Blk
Mod list... ugh.. well not many at the moment on the car but;
Forged and girdled 346, racetronix harness internal fuel pump , Stock Cam, 60# inj, STS Twin Kit (sn 001 car was an early test mule in 2005 for Cali Smog CARB #'ers), Tick master, Pfadt solid mount trans and motor, LG2 coil over, T1/T2 sway bars, willwood sl6, !cags !vats !skipshift.




--Reuben

 

How can you have 60 lb. injectors and a stock tune? The engine would be pig rich. You would have a p0172&175.
It is strange that you have codes for both low and high voltage (342,343).
Have you followed the flow charts for the codes? There's not much to the circuit.
Have you checked the freeze frame data to see the exact conditions presents when each code sets?
As far as I can tell these codes should not cause the engine to stall, run rough or not rev past 4800 rpm.
Here is some info on the 343

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2004 Chevrolet Corvette V8-5.7L VIN S
Vehicle » A L L Diagnostic Trouble Codes ( DTC ) » Testing and Inspection » P Code Charts » P0343
P0343
DTC P0343

CIRCUIT DESCRIPTION
The camshaft position (CMP) sensor works in conjunction with a 1X reluctor wheel on the camshaft. The powertrain control module (PCM) provides a 12-volt reference to the CMP sensor as well as a low reference and a signal circuit.

As the camshaft rotates, the reluctor wheel interrupts a magnetic field produced by a magnet within the sensor. The sensors internal circuitry detects this and produces a signal which the PCM reads.

The CMP sensor 1X signal is used by the PCM to determine if the cylinder at top dead center (TDC) is on the firing stroke or the exhaust stroke. The PCM can determine TDC for all cylinders by using the CKP sensor signal alone. The engine will start without a CMP signal as long as the PCM receives the CKP sensor signal. A slightly longer cranking time may be a symptom of this condition. The system attempts synchronization and looks for an increase in engine speed indicating that the engine started. If the PCM does not detect an increase in engine speed, the PCM assumes that the PCM incorrectly synchronized to the exhaust stroke and re-syncs to the opposite cam position. If the PCM detects that the CMP signal is constantly high, DTC P0343 sets.

CONDITIONS FOR RUNNING THE DTC
The engine is running.
The engine speed is less than 4,000 RPM .
CONDITIONS FOR SETTING THE DTC
The PCM detects that the CMP sensor signal is high for 1.5 seconds .

ACTION TAKEN WHEN THE DTC SETS
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
DIAGNOSTIC AIDS
The following conditions may cause this DTC to set:
Camshaft reluctor ring damage
The sensor coming in contact with the reluctor ring
Foreign material passing between the sensor and the reluctor ring
Excessive camshaft end-play
Wiring routed too close to secondary ignition components
If the condition is intermittent, refer to Intermittent Conditions. See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Initial Inspection and Diagnostic Overview\Diagnostic Strategies

 

Wow tried to be clear, K again...
First it is stock injectors, again I went from a fully modded car to what is now almost stock chasing this (internals are forged -4cc and ti keepers in the heads) rest is z06 stock cam/inj/rocker/pushrod.. and so on. All the mods are off the car as I systematically pulled parts wondering what was causing the rev issue. As I was told the cam sensor wouldn't cause any of this by lots of people. Then there are also people who say bad cps will lead to idle issues(got em), missfires (only thing that can be causing the high rpm fall over, Even swapped a stock ls6 cam for it's used original stock ls6 cam .. :/ I'v tried different plugs, plug gaps, wires;

The DTC sets as described in the guide It literally hits a wall and struggles to spin past 5000 at all in or out of gear. That is the same for all stock or all turbo and moded out. I'v done lots of VE/MAF PE tricks trying to get around it, same thing basically always happens. Heck SD tune, Enhanced Tune.. I'v tried lots of shots in the dark after the obvious what I should do ... harness, sensor and debries tests.

I'v tested the system so many ways and times, I'v done full car's grounds several times, changed pcm, altenator, battery, injectors, fuel pump, and on and on... I really have diligently tested via the TS Guide. I even made a simple circuit board to watch the hall sensor and that appeared to work. I'm doubting I have three blown cps sensors, two bad cams, two bad pcm's. I feel like it's possible it could be the crank, but I have videos of the cam reluctor spinning in the motor, and it looks dead center to me. Never get crank sensor codes *Heck I'v done timing chain and ported oil pump to stock chain and oil pump swap... just chasing this.

What I am hoping is someone says DIC is run by IPC, PCM or BCM, check pin X,Y,Z and I see some magical arc damage on a bracket somewhere leading to the actual problem that refuses to be solved. In my guts, this is just moisture in the lcd plain and simple. My dash is apart it's been raining. (dishartened by all the problems) I'v never bothered to put it back in after adding custom gauge panel wiring (wb02, housings, turbo oil temp, turbo oil pressure). But sometimes these things lead to the bigger issue and root source.

--Reuben

 

My apologies Reuben. It read like you had it all back to stock, then I read 60lb injectors in your mod list. My mistake.