New 5.7 crate motor wont run after warm up ?

I just installed a new 5.7 in my Z-71 after the last 5.7 went south after 255,000.
After the install The truck will (after it warms up)start missing and backfiring like you pulled about 4 plug wires off and eventually dies. Runs like a top when cold and doesnt do this until it is warmed up. Let it cool back down and starts up again. It is throwing a CMP (cam sensor)code in with I have replaced 2 times. I have replaced the Cat converters,CPS(crank sensor)Temp sensor, everything on this motor is new.
Is there anything else that will cause the CMP to do this it?
If I wipe the code and start when its cold and wont code again until it starts missing.
Has baffled 2 pretty good mechanics here.  

its not the cam sensor its self.. its the cam sensor timing in relation to the crank timing.. it can only be set with a good scan tool... you have to get the offset within ONE degree + or - for it to run really good...

the cam sensor offset can also only be measured with the engine over 2500 rpms...

go through the specs on this chart..     you will have to copy and paste the link.... it will help.. it does not show the cam sensor offset on this chart.. but the rest of the sensor values are the same...

http://repairguide.autozone.com/znetrgs/repair_guide_content/en_us/images/0900c152/80/06/7e/6a/large/0900c15280067e6a.gif  

I did have the crankshaft  camshaft correlation code but I had it timed with a tech II and that went away.
Im getting the po341 CMP A bank 1 or single sensor ....as reads on my INNOVA 3100  

codes really help.....

i just found this link that give a detailed description of how to test it..

http://ww2.justanswer.com/uploads/Bluegorilla/2009-02-07_234637_1997_buick_riviera_p0341.pdf





here is some of the text from the site... there are trouble shooting tables there to follow...

The camshaft position PCM input is produced by the ignition control module. The ICM produces the
camshaft position PCM input by filtering the camshaft position (CMP) sensor pulses when the
engine is running and CKP sync pulses are also being received. The PCM uses the camshaft position
PCM input pulses to initiate sequential fuel injection and to determine crankshaft position for the
misfire diagnostic. The PCM constantly monitors the number of pulses on the camshaft position
PCM input circuit and compares the number of camshaft position PCM input pulses to the number
of 18X reference pulses and the number of 3X reference pulses being received. If the PCM receives
an incorrect number of pulses on the camshaft position PCM input circuit, DTC P0341 will set and
the PCM will initiate injector sequence without the camshaft position PCM input with a one in six
chance that injector sequence is correct. The engine will continue to start and run normally,
although the misfire diagnostic will be disabled.
Conditions for Setting the DTC
• The engine is running (3X reference pulses are being received).
• The ratio of 3X reference pulses to Cam pulses received by the PCM does not equal 6.
• The ratio of 3X reference pulses to 18X reference pulses received by the PCM equals 6.

Action Taken When the DTC Sets
Conditions for Clearing the MIL/DTC
Diagnostic Aids

An intermittent may be caused by a poor connection, rubbed through wire insulation or a wire
broken inside the insulation. Check for the following conditions:

Reviewing the Fail Records vehicle mileage since the diagnostic test last failed may help determine
how often the condition that caused the DTC to be set occurs. This may assist in diagnosing the
condition.

Test Description
Number(s) below refer to the step number(s) on the Diagnostic Table.

• The above conditions are present for 600 engine revolutions.

• The PCM will illuminate the MIL during the second consecutive trip cycle in which the
diagnostic test has been run and failed.

• The PCM will initiate injector sequence without the camshaft position signal with a one in six
chance that injector sequence is correct.

• If equipped with traction control, the PCM will command the EBTCM via serial data (CKT 800)
to set an ABS/TCS DTC, the EBTCM will turn OFF traction control, and the EBTCM will
illuminate the TRACTION OFF lamp.

• The PCM will store conditions which were present when the DTC set as Freeze Frame and Fail
Records data.

• The PCM will turn OFF the MIL during the third consecutive trip in which the diagnostic has
been run and passed.

• The History DTC will clear after 40 consecutive warm-up cycles have occurred without a
malfunction.

• The DTC can be cleared by using the scan tool.
• Damaged harness.
Inspect the wiring harness for damage.

• If the harness appears to be OK, disconnect the PCM, turn the ignition on and observe a
voltmeter connected to the camshaft position input signal circuit at the PCM harness
connector while moving connectors and wiring harnesses related to the ICM and the CMP
sensor. A change in voltage will indicate the location of the malfunction.
• Secondary ignition wire(s) arcing to wiring harness.

Check the secondary ignition wires for carbon tracking or other signs of damage.
• Malfunctioning Ignition Coil.

Remove the ignition coils and inspect the ignition control module and coils for cracks,
carbon tracking, or other signs that indicate that the coil secondary circuit is arcing to the
ICM or ICM wiring harness. Refer to Ignition Coils Replacement.

2. Ensures that the malfunction is present.

21. Determines whether the malfunction is being caused by a missing camshaft magnet or a
malfunctioning PCM. The voltage measured in this step should read around 4 volts, toggling
to near 0 volts when the CMP sensor interfaces with the camshaft magnet.

22. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable
Read Only Memory (EEPROM). When the PCM is being replaced, the new PCM must be
programmed.



edit... this one is easier to read from... same info.. slightly different format

http://www.gearchatter.com/viewtopic9518.php  

Thanks ! Very useful info,I have a feeling it is in my wire harness.