Car has been to 2 different dyno shops and codes keep returning.

[TURBODAN101]

Ok, so the vehicle is a 2016 Dodge Charger ScatPack 6.4
The codes :
P000B - Exhaust (B) camshaft position slow response bank 1 (permanent)
P0157 - O2 circuit low voltage (bank 2 sensor 2) (permanent)
P0158 - O2 circuit high voltage (bank 2 sensor 2) (permanent)
P219A - (pending, current, permanent)

These codes keep returning and I have basicly pulled my hair out attempting to find the cause. The car has ported and polished heads and a comp pn# 201-428-17 camshaft. It does have the phaser limiter installed and I have replaced the cam phaser (with new oem), replaced all o2 sensors (with oem) and verified no vac leaks. No clue what could be causing this and need some help. File attached and list of all mods below. Any help would be amazing.

mods:
Arrington performance 6.4 ported heads
Comp cams 201-428-17 camshaft
5/16 pushrods
VVT cam phase limiter
88mm Arrington performance billet throttle body
American Racing longtube headers with cats
180 degree thermostat
mopar performance cold air intake

[Kmoney]

I would look at turning them all off in the tune.

[TURBODAN101]

I was hoping to not have to turn off especially the O2 sensors as I didn?t want that to effect emissions testing. Also kinda weird as this has been happening and the tuners also haven?t shut off the codes.

[L4staero]

It seems the intake cam WOT map has been changed but u need to adjust the exh map for it to have effect. The exh map is unchanged

The cam looks a bit retarded at WOT. Is the car a bit of a dog down low now after the cam install?
They really like to be full advance from idle to 4800 with big cams to bring cyl pressure up

It appears the cam is being commanded to positions it cant reach due to the limiter which I presume is the slow response code.

[TURBODAN101]

It is kinda doggy at lower rpm. Feels like the car wakes up at about 3800-4000. Honestly I know basicly nothing about tuning. I?ve paid a LOT of money in tuning and am just seeking some good advise.

[TURBODAN101]

Also would make sense if the changes won?t take effect due to the exhaust not being changed. With the mods I?ve made I feel the car is a bit slower than it should be. On 18? 305 drag radials best time I could pull was 12.2 in the 1/4. Theres stock cars getting into the 11?s which as you could imagine is disappointing when you invest into power.

[mbray01]

The only code that is actually setting is the 219a, the others are permanent and wont be cleared until the ecm is "satisfied" that the issue is corrected. By design, these are not allowed to be cleared via scan tool functions. Dont focus on them, if they are not setting as pending or current move on!!!!!!! The 219a is likely being caused by a misfire that is creating a very quick lean condition. Basically it reads the bank 1 oxygen sensor, and it detects very short pulses from the exhaust, it sees 3 cylinders firing as it expects, however there is one cylinder it sees out of specification, ie its misfiring.

[coanan]

P219A-BANK 1 AIR-FUEL RATIO IMBALANCE


Theory of Operation
The purpose of the Cylinder Imbalance Detection diagnostic monitor is to detect an air/fuel ratio imbalance between the cylinders across an entire cylinder bank.


NOTE: Although it does not indicate as such, this fault will set because a specific cylinder on this bank is out of balance with the other cylinders. The fault may not be easily noticeable to the technician. During diagnosis, it is necessary to pay close attention to small differences between the cylinders during each of the test steps.
This imbalance can be caused by a number of different malfunctions including but not limited to:
Intake Manifold leak at a specific cylinder.
Fuel Injector problem.
Variable cam lift failure.
Camshaft/ Valvetrain problems.
Ignition system problems at a specific cylinder.
Engine mechanical problems relating to cylinder combustion at a specific cylinder.
The Cylinder Imbalance Detection requires that the Upstream Oxygen (O2) Sensors are capable of operating at high frequencies, since an aged O2 Sensors response capability at a higher frequency range can be degraded. Therefore, before this monitor can become active, the O2 Sensor High Frequency Response monitor is performed to see if the sensor is even capable of detecting an imbalance.

Once active, the Cylinder Imbalance Detection monitor matches up the Upstream O2 Sensor signal with the corresponding cylinders on that bank. Each cylinder is monitored and adjustments are made as needed for each cylinder to correct an air/fuel ratio imbalance. If an individual cylinder reaches a calibrated adaptation threshold (15%), the diagnostic monitor will be considered failing.


When Monitored and Set Conditions
When Monitored: This diagnostic runs continuously when the following conditions are met:

With the engine running.
Closed loop fuel control.
Engine speed between 1000 - 2700 rpm.
Coolant Temperature (ECT) is between 70?C -122?C (158?F -251?F).
Calculated engine load between 30 - 90%.
The Upstream O2 Sensor high frequency diagnostic monitor has run and passed this trip, and P113D is not present or pending.
For flex fuel vehicles the Fuel Adaptive Learned must be completed.
Set Conditions:

The PCM detects that one of the cylinders on bank 1 has an air/fuel ratio imbalance of 15% when compared to the other cylinders on the same cylinder bank.
Default Actions:

The MIL light will illuminate.

Possible Causes
INTAKE MANIFOLD LEAK AT A SPECIFIC CYLINDER ON BANK 1
FUEL INJECTOR ISSUES AT A SPECIFIC CYLINDER ON BANK 1
IGNITION SYSTEM ISSUES AT A SPECIFIC CYLINDER ON BANK 1
CYLINDER COMPRESSION IMBALANCE
CARBON BUILD UP
VARIABLE VALVE TIMING ISSUES
VALVE TRAIN ISSUES
O2 SENSOR

[TURBODAN101]

So I?m guessing a log would be helpful. It?s difficult to get a log when the issue occurs as it can set in 1 day or can be driven for weeks without setting. Thanks for responces as I?m kinda lost here.
So by the diag of the code the cam vvt settings for exhaust could be causing the issue?

[L4staero]

Your VE is out between between banks but u need to fix your cam timing 1st.

Set the Exh WOT table to full advance from 0 to 4800 rpm then retard it a few degrees to red line. Then make the other table reflect the same figures so it's basically full advance all the time and only retards a bit when it crosses in the WOT table.

Then take it back to the tuner and get him to correct the VE and timing tables

That's what I would try. I'm very new to this dodge format but that's what my cammed 5.7 wanted in terms of cam timing

[coanan]

15 392 max plus cam.hpt

Compare some stuff from here

[coanan]

This one also. Have to open and check, might be the same one

[L4staero]

cam timing.png

This is how i did mine, keep in mine my full adv is 125 yours will be 134 it being a 6.4 not a 5.7 like mine

[TURBODAN101]

There is def a big difference in the VE tables and in the exhaust cam position - normal maps. Is there a way for me to calculate my VE tables and adjust the cam settings without going back to the tuner? Ive spent tons (over $2700) in tuning alone and am still in this spot. Just kinda tired of throwing money to shops that haven't fixed my issues.

[TURBODAN101]

Now that I've had more time to compare to those files above there are a LOT of differences in these tunes. What mods are done to the maxpluscam tune? My spark table looks a lot more aggressive and power enrich table in that file is flat across all rpm. Is that vehicle supercharged?

[JANNETTYRACING]

Permanent codes can not be cleared they must clear on there own once many successful key cycles have completed with no errors

It makes diagnosis difficult because you can turn off the light by resetting codes but with the permanent codes alway coming up you can't tell which code turns the light back on, shitty.

With headers you must adjust the codes.

Ok, so the vehicle is a 2016 Dodge Charger ScatPack 6.4
The codes :
P000B - Exhaust (B) camshaft position slow response bank 1 (permanent)
P0157 - O2 circuit low voltage (bank 2 sensor 2) (permanent)
P0158 - O2 circuit high voltage (bank 2 sensor 2) (permanent)
P219A - (pending, current, permanent)

These codes keep returning and I have basicly pulled my hair out attempting to find the cause. The car has ported and polished heads and a comp pn# 201-428-17 camshaft. It does have the phaser limiter installed and I have replaced the cam phaser (with new oem), replaced all o2 sensors (with oem) and verified no vac leaks. No clue what could be causing this and need some help. File attached and list of all mods below. Any help would be amazing.

mods:
Arrington performance 6.4 ported heads
Comp cams 201-428-17 camshaft
5/16 pushrods
VVT cam phase limiter
88mm Arrington performance billet throttle body
American Racing longtube headers with cats
180 degree thermostat
mopar performance cold air intake