Ok not trying to be cheap... but if you swap driver side cam sensor with passenger side and get a code on the passenger side then for sure it's the sensor. I would just replace one or both and see what codes pop up?
......this right here....... 1st thing I'd do is to swap sides w\ CPS's after verifying wiring\connectors are good, then check to see if DTC's move.....if they don't you've already ruled out CPS's as culprit thus no need to buy any as the PCM has already done the "testing" of the original B2 CPS for you.....by properly reading B1 cam phaser timing positioning thru the original B2 CPS. Also, this is a good way of checking if the CPS got struck by a bent inward cam phaser timing tab that closed up the gap between the 2.
IMHO, always start off with diagnosis using methods that don't cost you anything......just some time then progress on from there.
These are 2-wire analog type sensors meaning they generate their own voltage\current from the cam phaser timing tabs crossing in front of them & they very rarely do fail.
The P0345 DTC comes from the PCM running synch tests during cranking (tests for synch of camshafts timing to crankshaft due to no oil press......cam phasers should be locked at 0* thus PCM will know where the cam phaser timing tabs...the middle tab of the 3 tab side of phaser timing plate....should be in rotation off CKP sensor) as the PCM isn't picking up the cam phaser 0* timing tab signal on B2 at the position it should be at.
The P0349 DTC comes after engine has started thus oil press is restored so cam phasers are unlocked & held in place by EOP thru VCT solenoids at same 0* thus PCM reruns synch tests again.....again the PCM isn't picking up the 0* timing tab signal on B2 cam phaser where it should be.
These 2 descriptions I typed above is what the DTC descriptions don't tell you......thus can cause some confusion in diagnosing these if the actual process that the PCM is going thru is not understood. Note also that the CPS doesn't have to be bad for these DTC's to occur.....PCM can see the actual 0* cam timing signal from the CPS.....just not where it is supposed to be.
The cam timing signaling is close enough for PCM to allow engine to start\run (a perk of VCT as there will be some cam timing fluctuation going on even when operation is good, thus there is a hard coded limit that determines successful operation from a failure) but engine power is off due to 1 camshaft being far enough out of phase w\ the other......or so the PCM thinks it is.
1 cam phaser tooth spacing is equal to approx 6*........
This also can have occurred after you picked up the car....thus the shop could be accurate in what they're saying. There are several possible considerations that can cause these 2 DTC's to occur......but the most common reasons are usually due to a
mechanical issue.....not electrical.
Yeah, I know this isn't what some folks want to hear, but................just saying.
Since you've had cams installed & more specifically CC 127500 cams (which require phaser limiters installed in both cam phasers so both cam phasers have been "disturbed" further & also be removed from the timing chains to do this work then reinstalled.....especially if this was done w\ front engine timing cover still installed).....this is the 1st place IMHO where this issue should be looked into.
If you had something like Forscan or Torque app (the free stuff outside of Ford IDS), you can easily check the VCT\VCT2 cam timing for error positioning to verify if the cam timing is off before sending car back to shop (could use the results to bolster your claims).
My 2 cents.........
Hope this helps.