2004 Chrysler Concorde 3.5L V6 - Won't Rev Past 2300 RPM, Codes P0016 and P0300

Correction: This is a 2004 model. Update from scan tool observations: - Fuel system circuits 1 and 2 remain closed during idle and up to approximately 2400–2500 RPM, where surging begins. - Once the surge starts, both fuel circuits switch to open. - The engine continues running but with severe instability. - O2 sensor readings are erratic. - Crank and cam position sensor signals are very close in value—likely reliable. - MAP reading is consistent. - Coolant temperature data appears accurate. - Ignition timing advances smoothly up to the trouble point, peaking at about 40 degrees. After that, it drops off; at full throttle, advance is around 22 degrees. At idle, it's approximately 10 degrees.

The vehicle is stock and shows only these two codes. Did you replace the sensors to fix P0016, or did the code appear after part replacements? Were OEM Chrysler sensors used? Aftermarket sensors are not recommended as they may cause timing misalignment or wiring issues between the CMP sensor and PCM. Can your Actron CP9185 read freeze frame data and record live signals? Was there any physical damage to the old camshaft position (CMP) sensor? These questions are critical—especially regarding sensor accuracy and potential timing errors.

The vehicle is stock, with only P0016 and P0300 present. The sensors were replaced as part of a repair effort by a local shop. I do not know if aftermarket sensors were used. My Actron CP9185 supports freeze frame data recording and live stream monitoring. During testing, I observed two separate RPM signals—likely from the crank and cam position sensors—which are very close in reading. I believe any minor differences are due to signal update timing. Regarding ignition timing: The owner reported that the shop performed a compression test and confirmed proper timing. I have not personally checked it as I do not own a timing light.

This is not an issue with ignition timing—timing is fixed by design in this engine. I was referring to the camshaft belt, which should be replaced at around 100,000 miles. The belt may have slipped and caused a one-tooth misalignment between the cams. Were there any freeze frame parameters that could help diagnose the issue? Different scanner brands use different sensor naming conventions—your Actron device will correctly identify these as CMP (Cam Position) and CKP (Crank Position) sensors when compared to live data.

From Johnny Wishbone: I'll inspect the timing belt, tensioner, and cam alignment. Thank you for all your helpful input so far.

Just noticed a new code: P0268 (Injector 3 - Circuit High). How should I address this in relation to the existing issues? Is it related to the misfire or fuel delivery problems?

*UPDATE* After replacing the timing belt, tensioner, and water pump (as part of a kit), both diagnostic codes have cleared. The engine now runs smoothly with full power and no surging. I discovered that the original timing belt had several missing teeth and was one tooth retarded in cam alignment relative to the crankshaft. This misalignment likely occurred due to a slip at the crank end, as the cams were still aligned together—just one notch behind. A final note: The tensioner included in the kit may be incorrect in length. Always verify its size before installation—after installing a belt that was too tight, I experienced a broken cam pulley.