I have a 2007 expedition with the 5.4 that is giving codes for both cam sensors. P0344 0345 po340 po349. Timing set is newer, engine rebuit with about 3k. I pulled the valve cover and Phasers looked timed right. It starts real hard when cold taking 3-4cranks. Once it finds all sounds smooth, but bogs when you gas it. You can feather the throttle and rev up fine. Both sensors seem good and wiring checks out back to the pcm with nothing grounded, or shorted. I am at a loss!! What throws me off is its both sides faulting. New PCM?

 

Newer VCTs ,OEM parts etc . New oil pump . Did pan and oil pu get cleaned up especially if broken guides . The common factor here is oil pressure ,dirt/sludge .
Was the crankshaft end play checked . If shes bleeding oil there and about to throw thrust washers thats a problem .
Basically shes telling you cams are not where pcm wants them . Non oem phasers are a problem . Look at phaser at rest is the spring returning it to base . Are any of the fingers bent back towards engine . Is it cockeyed .
Run some mmo after oil change for slow cleaning . Check oil pressure with external gauge
. Drop oil pan and look for plastic . Starting with VCT change out is always good .
Look at ford tech malukoco on you tube about phasers . He is a guru on these engines .

 

I just got finished pulling the timing cover and found the crank tone wheel was put on backwards! The teeth are all ground down so the crank senser probably wasnt picking up crank position. Not sure if this would cause the cam position errors or not.
everythimg els looks pretty good. Clean and tight.

 

@Nathan Dietrich

Sorry to bore you (and everybody) with a pile of technical stuff. But I Thank you for a useful post. I have long rationalized this as a possible -cause-and-effect of your symptoms, but have hesitated voicing it for fear of looking stupider than I am.

The PCM uses the tone ring's missing tooth position to determine absolute "CRANKSHAFT" position. This reference becomes the basis for everything timing. (TDC of cyl 1 for firing order, count of tone ring teeth for TDC of other cylinders, PIP (profile ignition pickup) for firing each COP (ie: ignition timing), _AND_ the crank/cam relationship for cam/crank sync - (the parameter leading to your 4 codes).

The software algorithm for electronically detecting a 'missing' tooth is (by necessity) based on determining timing from the falling edge (or possibly a rising edge) of a tooth before or after the missing tooth's position. Flipping the tone ring over (making it effectively turn backwards) changes the position of the falling/rising edge of the missing tooth by 1/2 of one tooth spacing at very best - maybe more. This would shift ignition timing by at least five degrees (1/2 of 36 tooth positions - or 10 degrees each). Well enough to effect power as you mentioned.

But more importantly, I have often said that CPS sensor codes are not 'interupt' driven in the PCM computer, but rather the software in the PCM 'polls' (or looks at) the Crank Position Sensors when the Phaser fingers "SHOULD" be passing the the sensor. IDK what that time window is. But I am convinced it is based on where the PCM '_THINKS_' the appropriate cylinder is at TDC for valve timing ----- and _THAT_, by necessity has to be based upon absolute crankshaft position as determined by that missing tooth. So it makes perfect sense that accuracy of timing for all four of your DTC's would be effected (by at least 5 crankshaft degrees) by the tone ring being flipped over.

Just as in the condition shown in the photo of @redfishtd's in post #2 above, the PCM looks for those phaser fingers (detected by the CPS) __WHEN__ they 'should' pass the sensor. If it doesn't 'SEE' the finger when they it's supposed to be there, or intermittently sees them = P034x. But the DAMN DTC description sends everyone off on rabbit trails - replacing cps sensors, or battery, or starter, or alternator, or wiring. It should elaborate on these possible conditions!!!

I am glad you found the problem and again, thanks for reporting your findings.