Parts for your 2000 Ford Falcon-Camshaft sensor

2000 Ford Falcon camshaft sensor — what’s fitted, what’s not, and how to look after it

Based on factory literature and service manuals, a camshaft position sensor is not used on the 2000 Ford Falcon 4.0L inline‑six (AU Series II/III), but it is fitted to the 5.0L Windsor V8 variants (including XR8). Ford’s AU Series II/III workshop information for EEC‑V engine management and Gregory’s Falcon AU 1998–2002 wiring diagrams show no CMP circuit on the 4.0L Intech SOHC, while the V8 uses a camshaft position (CMP) “synchroniser” assembly to phase fuel injection. Motorcraft/Ford parts catalogues also list a CMP sensor for the AU V8, not for the AU six.

Why no cam sensor on the six? The AU 4.0L runs a crankshaft sensor and a waste‑spark coil pack, with the ECU batch‑firing injectors rather than fully sequential fuelling. Without variable cam timing or sequential injection to manage, the ECU doesn’t need to know cam phase. That’s why the manuals and wiring show no CMP on the inline‑six — fewer components, less to go wrong, and perfectly fine for how that engine’s mapped.

Where the camshaft sensor is fitted (the 5.0L V8), it’s there to tell the ECU which stroke each cylinder is on so it can time injection events precisely. On these Falcons, the CMP is part of a “synchroniser” that looks like a stubby distributor body, driving the oil pump and housing a Hall‑effect sensor. When it goes out of whack, the car can show hard starting, rough idle, flat spots off the line, or log codes like P0340/P0341. Left long enough, it can feel like the timing is all over the show, even though the crank sensor’s fine.

Servicing advice for V8 owners: the cam sensor itself isn’t a scheduled replacement item, but it pays to check the plug and loom under the bonnet for heat‑hardening or oil contamination at major services (every 10,000–15,000 km). If there’s intermittent stalling hot, long crank times, or a fuel smell with poor economy, scan it — a CMP fault on the V8 is common as they age. Replacing just the sensor is straightforward, but if the synchroniser assembly is worn or noisy, replace the whole unit. Alignment is critical: use the proper synchroniser alignment tool when refitting so the ECU sees the correct phase. Without the tool, it’s easy to be a tooth out, which will have the Falcon running like a bag of spanners. After fitting, clear codes, check live data for stable CMP sync, and road‑test. A light smear of dielectric grease on the connector and a tidy of the loom routing away from hot manifolds will help it live longer. It’s a small job that can make a big difference to hot starts and smooth running on the V8s.

• Applies: 2000 Falcon AU Series II/III 5.0L V8 — has a CMP sensor/synchroniser
• Applies: 2000 Falcon AU Series II/III 4.0L inline‑six — no CMP sensor fitted
• Technical sources referenced: Ford AU Series II/III Workshop Manual (EEC‑V), Gregory’s Falcon AU 1998–2002, Motorcraft/Ford CMP application data

Popular questions

Where is the camshaft sensor on a 2000 Ford Falcon?
On 4.0L inline‑six models, there isn’t one. On 5.0L V8 models, it’s integrated into the cam synchroniser assembly at the rear of the engine, towards the firewall. Access usually means working from the top with the intake ducting out of the way.

What fault codes point to a cam sensor issue on an AU Falcon?
V8 models typically log P0340 or P0341 if the CMP circuit or timing is unhappy. The 4.0L six won’t throw CMP codes because it doesn’t have a cam sensor, if it’s playing up, look to the crank sensor, ignition, or fuel system instead.

Can a failing cam sensor be cleaned or does it need replacing?
On the V8, cleaning the connector and ensuring good earths can help intermittent issues, but the Hall‑effect sensor or the synchroniser bushings often fail with age. Replacement — and correct alignment — is the reliable fix.