How much does it cost to cam an engine?

Expect to spend roughly $1,200–$5,000 in the U.S. to cam an engine, with most popular V8s landing around $2,500–$4,500 installed and tuned; DIY parts can run $400–$2,000. Prices vary widely by engine type (pushrod vs. overhead-cam), whether cylinder heads must come off, supporting parts (springs, lifters, phasers), and local labor rates, which often range from $110–$220 per hour at general shops and $150–$250 at performance specialists.

What “camming an engine” really includes

Upgrading a camshaft is rarely just a single part swap. To make the new cam work reliably and to realize its gains, shops typically replace or upgrade related valvetrain and timing components, refresh gaskets and fluids, and finish with an ECU calibration. That full scope drives the final bill far more than the camshaft alone.

Typical price ranges by platform

The cost depends largely on the engine’s design and what must be changed alongside the cam. Below are realistic installed-and-tuned ranges for common scenarios in 2024–2025 market conditions.

• Older pushrod V8 (e.g., small-block Chevy): $1,000–$2,500
• GM LS (non-AFM/DOD) “drop-in” cam: $2,000–$4,000
• GM LS with AFM/DOD delete (e.g., L99, L77, some 5.3/6.0): $2,800–$5,500
• GM LT (VVT, sometimes AFM): $3,000–$5,500
• Ford Coyote 5.0 (4-cam, VVT/phasers): $3,500–$7,500
• Mopar Hemi 5.7/6.4 with MDS delete: $3,400–$7,300
• DOHC imports (varies widely; often head-off work): $2,500–$6,000+
• DIY parts-only (basic pushrod to full kits): $400–$2,000+

Engines with variable valve timing (VVT), displacement-on-demand systems (AFM/DOD/MDS), or multiple camshafts take more parts and labor, pushing costs to the higher end of the range.

Cost breakdown: parts, labor, tuning

Parts you’ll likely pay for

While some engines can accept a “drop-in” cam, most builds benefit from matched components to maintain valve control and durability at higher rpm. Here’s what typically appears on the parts invoice.

• Camshaft: $200–$1,500 (milder grinds on pushrod motors at the low end; custom or multi-cam sets higher)
• Valve springs, retainers, seats, seals: $200–$600 (mandatory with most performance cams)
• Pushrods and/or lifters: $100–$200 (pushrods), $150–$600 (lifters); AFM/DOD or MDS lifter kits add $300–$1,000
• Timing set/chain(s), guides, tensioners: $100–$500
• VVT components (phaser lockouts/limiters/new phasers): $100–$600
• Gaskets, seals, hardware, fluids: $100–$300
• Trunnion/bearing upgrades (LS rockers), buckets/shims (DOHC): $120–$400
• ECU handheld or licensing for tuning: $300–$700 (if not already owned)

Bundled “cam kits” can lower costs and ensure parts compatibility. For AFM/DOD or MDS engines, a delete kit is often required to avoid lifter failures and misfire issues, adding both parts and labor.

Labor and shop rates

Labor hours hinge on access, whether cylinder heads must be removed, and engine complexity. Shops commonly quote:

• Pushrod V8, no DOD delete: 6–12 hours
• Pushrod V8 with DOD/MDS delete (heads off): 12–18 hours
• DOHC V8 with VVT (Coyote/Hemi/LT): 12–20 hours
• Compact FWD/DOHC engines where space is tight: 10–18 hours

At $110–$220/hr (general) or $150–$250/hr (performance), labor ranges from roughly $900 to $4,000+, depending on the platform and region.

Tuning and dyno time

After hardware, calibration is essential for idle quality, power, and emissions readiness. Costs generally break down as follows.

• ECU tuning (street or remote): $300–$700
• Dyno time with custom tune: $500–$900
• Follow-up tweaks (if needed): $0–$300

Some shops bundle tuning with installation; verify what’s included in the quote and whether dyno sheets are provided.

Example “all-in” scenarios

These snapshots illustrate how parts and labor stack up on popular engines.

• GM LS3 “street” cam package: Parts $1,000–$1,800; labor 10–14 hrs ($1,500–$3,000); tune $400–$900. Total: $2,900–$5,700.
• GM 5.3 with AFM delete: Parts $1,200–$2,200; labor 12–16 hrs ($1,800–$3,600); tune $400–$900. Total: $3,400–$6,700.
• Ford Coyote 5.0: Parts $1,200–$2,500 (springs, phasers/lockouts); labor 14–20 hrs ($2,100–$5,000); tune $500–$1,000. Total: $3,800–$8,500.
• Mopar 5.7 Hemi with MDS delete: Parts $1,500–$2,800; labor 12–18 hrs ($1,800–$4,000); tune $400–$900. Total: $3,700–$7,700.
• Classic SBC, mild cam, shop install: Parts $500–$1,000; labor 6–10 hrs ($900–$2,200); tune (carb re-jet/curve) $0–$300. Total: $1,400–$3,500.

Your numbers may skew lower with DIY labor or higher with premium parts, complex VVT strategies, or metro-area shop rates.

Hidden or optional costs to consider

Beyond the core install, some builds require supporting changes for drivability, longevity, or compliance.

• Torque converter upgrade (auto): $800–$1,500 installed (for bigger cams with low idle vacuum)
• Rear-gear change: $1,000–$2,000 installed (to keep the engine in the cam’s sweet spot)
• Exhaust/headers: $500–$2,000 (to realize gains and manage backpressure)
• Emissions compliance: CARB-legal cams/tunes may cost more; noncompliant setups can fail inspections
• Maintenance catch-up: Ideal time to replace water pump, belts, or leaky seals at marginal extra labor
• Fuel requirements: Many cammed engines need 91–93 octane, raising operating costs in some regions
• Warranty/insurance: Modifications can affect coverage and premiums

Planning for these items up front prevents budget surprises and helps tailor the cam choice to your usage and local regulations.

How to get an accurate quote

Clear communication with a reputable shop is the fastest way to lock down a realistic budget. Follow these steps when requesting estimates.

1. Share your exact year/engine code and current mods (intake, headers, gears, converter, fuel).
2. Define goals (sound vs. power vs. emissions compliance) and preferred fuel octane.
3. Ask for a line-item estimate: parts list, labor hours, tuning, dyno time, taxes/fees.
4. Confirm whether AFM/DOD/MDS delete or VVT changes are included and why.
5. Request a timeline (car-in to car-out) and warranty terms for parts and labor.

A transparent, itemized quote makes it easy to compare shops and ensures you get the drivability and reliability you expect.

DIY vs. professional installation

DIY can save thousands but carries risks if timing and valvetrain geometry aren’t perfect. Consider your tools, space, experience, and ability to tune or coordinate a tuner.

• DIY advantages: Lower cost; learning experience; control over parts selection.
• DIY challenges: Specialty tools (spring compressor, degree wheel), torque/angle procedures, timing accuracy, potential for piston-to-valve interference, and immediate access to tuning support.
• Hybrid approach: Owner installs hardware; pro handles tuning and final checks.

If you’re new to internal engine work—especially on DOHC/VVT platforms—professional installation is often cheaper than fixing mistakes later.

Bottom line

Camming an engine typically runs $1,200–$5,000, with most modern V8s clustering around $2,500–$4,500 once parts, labor, and tuning are included. Complexity rises with VVT and cylinder-deactivation systems, and supporting mods or emissions requirements can move the needle. A clear plan, compatible parts, and a proven tuner are the keys to getting the sound and power you want without compromising reliability.

Summary

Most drivers will spend a few thousand dollars to cam an engine, with exact pricing tied to engine architecture, supporting parts, shop labor rates, and tuning needs. Build a line-item quote, verify whether deactivation or VVT changes are included, and budget for tuning—and potentially a converter, gears, or exhaust—to fully realize the cam’s benefits and keep the car compliant and dependable.