Is a camshaft worth fixing?

Sometimes—but it depends what “fixing” means. If the issue is a sensor, oil control valve, or variable valve timing (VVT) phaser, the repair can be worthwhile and relatively contained. If the camshaft itself is worn, lobes are flattened, or a lifter/rocker has failed and spread metal through the engine, the smarter move is often replacing the cam and related parts—or even the entire engine—depending on vehicle value, mileage, and overall condition.

What “fixing a camshaft” really means

“Fixing” can range from a quick external repair to a major engine teardown. Understanding the scope will help you gauge cost and risk.

Low-cost external issues

Not every cam-related problem involves the camshaft metal itself. Faulty camshaft position sensors, leaking cam seals, or wiring problems can mimic camshaft failure with misfires, rough idle, or check-engine lights. These are usually inexpensive fixes and worth doing.

VVT phasers and timing components

Many modern engines use VVT with cam phasers. Rattles on startup, timing-related fault codes (such as P0010–P0017), and drivability issues can stem from worn phasers, sticky oil control valves/solenoids, or stretched timing chains. These repairs cost more than sensors but are still typically viable if the engine is otherwise healthy. Several automakers have issued technical service bulletins or, in some model-years, extended coverage for phaser or lifter concerns—owners of late-model trucks and V6s should ask dealers about campaign or TSB eligibility.

Actual camshaft/lifter wear or damage

When cam lobes are flattened, journals are scored, or roller lifters/rockers have failed, the fix becomes invasive. In pushrod (OHV) engines, the cam lives in the block; in overhead-cam (OHC/DOHC) engines, it’s in the cylinder head, often behind complex timing systems. Metal from a failing lobe or roller can circulate through the oiling system, damaging bearings. In these cases, a proper repair often means a camshaft replacement plus new lifters/followers, rockers, timing components, and meticulous cleaning—sometimes making a remanufactured or low-mile used engine more economical.

How to decide: repair, replace, or engine swap

These factors help determine whether fixing a camshaft is worth it in 2025:

• Vehicle value and mileage: Don’t sink several thousand dollars into a car worth only a bit more than the repair.
• Extent of damage: One worn lobe with no bearing damage is different from metal glitter in the oil and multiple failed lifters.
• Engine health: Verify oil pressure, compression/leak-down, and absence of bottom-end knock. A tired engine tilts the math toward a replacement long block.
• Parts availability: Some engines have plentiful, affordable reman units; others make targeted repair more practical.
• Technical bulletins/warranty: Certain VVT phaser or lifter issues have TSBs or extended coverage—always check by VIN with a dealer.
• Labor complexity: Dual overhead-cam engines with timing chains can require extensive teardown, driving labor costs higher.
• Your plans: Keeping the vehicle for years, or selling soon? Long-term ownership can justify a higher repair spend.

Taken together, these considerations clarify whether a surgical repair makes sense or if a replacement engine offers better value and reliability.

Typical costs in 2025

Prices vary by engine design, parts brand, and local labor rates; these ballpark ranges reflect common scenarios this year:

• Professional diagnosis: $150–$300, often creditable toward repair.
• Camshaft position sensor or oil control solenoid: $100–$350 parts and labor.
• VVT phasers and timing set (chains/guides/tensioners), no head removal: $900–$2,200.
• Camshaft and lifters/followers replacement (OHV), including timing set and gaskets: $1,200–$2,500.
• Camshaft work on OHC/DOHC engines requiring head or front-engine teardown: $1,800–$3,500+.
• Used/recycled engine installed: $2,500–$5,500, depending on mileage and warranty.
• Remanufactured long block installed: $3,500–$8,000+ with stronger warranties.
• Cam regrind/hard-weld by a machine shop: $150–$600 for the cam alone (often viable for certain cores), but R&R labor and new lifters still add significantly.

In practice, once internal cam damage is confirmed, many shops quote comprehensive parts replacement to avoid repeat failure, which pushes repairs into the four-figure range.

Symptoms and tests before spending money

Watch for these common indicators of cam, lifter, or VVT trouble:

• Tapping or ticking that changes with RPM, especially from the valve cover area.
• Loss of power, misfires, rough idle, or poor fuel economy.
• Check-engine light with cam/crank correlation or VVT timing codes (e.g., P0010–P0017).
• Metallic glitter in engine oil or on the drain plug/magnetic pickup.
• Cold-start rattle that quiets quickly (often phaser-related).

If a few of these appear together—particularly noise plus metal in the oil—assume internal wear until proven otherwise.

Before committing to a major repair, these checks help refine the diagnosis:

• Scan live data: Compare commanded vs. actual cam timing; test oil control solenoids and phaser response.
• Mechanical timing verification: Inspect chain/belt alignment and tensioner/guide condition.
• Oil pressure test: Low pressure accelerates cam/valvetrain wear and can mimic VVT faults.
• Compression and leak-down: Confirms overall engine health before investing in top-end work.
• Borescope inspection: Look for cam lobe scoring through the oil fill or valve cover access when possible.

A precise diagnosis often saves money by avoiding unnecessary parts—and ensures you address root causes like oiling or timing issues.

When fixing is worth it

Repairing the cam system makes financial and practical sense in these scenarios:

• The issue is external (sensor, solenoid, cam seal) or limited to VVT phasers with no metal contamination.
• Engine shows good compression, stable oil pressure, and clean oil with minimal debris.
• Only minor lobe/follower wear is present, and a new cam plus lifters/followers and timing service restores reliability.
• There’s potential manufacturer support via TSBs or extended coverage for known phaser/lifter defects.
• You intend to keep the vehicle; restoring it adds meaningful service life.

In these cases, targeted repairs can be cost-effective and durable, especially with quality parts and updated procedures.

When it’s not worth it

Consider skipping a cam repair and opting for an engine replacement—or parting out the vehicle—when you see:

• Heavy metallic debris in oil, bearing noise, or multiple failed lifters/rockers indicating system-wide wear.
• High mileage and low market value, where repair costs approach or exceed the vehicle’s worth.
• Severe timing chain/guide failure that suggests extensive internal damage.
• Spotty maintenance history or sludge, increasing the risk of repeat issues post-repair.
• Limited parts availability or labor times that make a reman engine more economical.

In these situations, a replacement long block with warranty often delivers better reliability per dollar than piecemeal repairs.

Maintenance to avoid cam failures

Whether you repair or replace, prevent a repeat with these habits:

• Follow oil change intervals and use the correct viscosity and spec; many VVT systems are sensitive to varnish and viscosity.
• Use quality filters to maintain oil flow to lifters and phasers.
• Address timing chain rattle and oil leaks early to limit collateral damage.
• For flat-tappet cams (common in older engines), use appropriate break-in procedures and zinc/phosphorus (ZDDP) additive where required.
• Apply relevant software updates; some ECUs manage VVT behavior and idle oil pressure.

Good lubrication and timely service are the cheapest insurance against valvetrain wear.

Bottom line

Fixing a camshaft is worth it when the problem is limited (sensors, VVT phasers, light wear) and the engine is otherwise healthy. Once internal damage spreads metal through the oiling system, a full top-end rebuild or engine replacement is usually the smarter investment. Confirm the diagnosis, price both paths, check for TSBs or extended coverage, and let the vehicle’s value and your ownership plans guide the decision.

Summary

If the cam issue is external or confined to VVT components, repair is typically worthwhile. If the cam and lifters are damaged and debris has circulated, replacement of the cam and related parts—or a complete engine—often offers better reliability and value. Assess engine health, repair scope, costs, and any manufacturer support before deciding.

Can you still drive with a bad camshaft?

No, you should not drive with a bad camshaft. A failing camshaft can cause severe engine damage, poor engine performance, and potential stalling, which can lead to accidents. If you suspect you have a bad camshaft, it is best to stop driving the vehicle immediately and have it towed to a qualified mechanic for inspection and repair to avoid further, more expensive damage. 
Why you shouldn’t drive with a bad camshaft:

• Serious Engine Damage: Continued use can cause severe, costly damage to other engine parts. 
• Poor Performance: Expect issues like a rough or lopey idle, lack of power, and poor fuel economy. 
• Stalling: The engine can stall unexpectedly, putting you and others at risk of an accident. 
• Misfires and Incomplete Combustion: A worn camshaft can cause valves to open incorrectly, leading to misfires and unburnt fuel in the exhaust system, which can damage the catalytic converter. 
• Increased Risk: The unpredictability of a failing engine makes it dangerous for both you and other motorists. 

What to do instead:

• Stop Driving: As soon as you notice symptoms, stop using the vehicle. 
• Get it Towed: Have your car towed to a qualified mechanic. 
• Consult a Technician: A certified technician can properly diagnose the issue and recommend the necessary repairs to avoid further damage. 

How much does it cost to replace a camshaft?

A camshaft replacement typically costs between $1,500 and $3,500, including parts and labor, though this can vary significantly based on your vehicle’s make and model, the extent of the damage, and whether other parts like the timing belt, lifters, or seals also need replacement. For example, a replacement for a Chevrolet Silverado could be around $3,500–$4,900, while a Honda Civic might be closer to $1,700–$2,300, with labor being the most significant portion of the cost.
 
Factors influencing the cost

• Vehicle Type: Different vehicles have different engine designs, which affects the labor time and cost of parts. 
• Labor Costs: This is often the largest part of the total expense, as camshaft replacement is a labor-intensive job that requires significant time and expertise. 
• Additional Parts: It’s common to replace related components at the same time, such as timing belts, lifters, gaskets, and seals, which adds to the overall price. 
• Type of Camshaft: More powerful or specialized camshafts will naturally cost more. 

Typical cost breakdowns

• Parts: While the camshaft itself isn’t the most expensive part, related components like lifters, timing belts, and seals add to the overall parts cost. 
• Labor: Expect to pay a significant amount for labor alone, as it’s a time-consuming process. 
• Dealerships vs. Independent Shops: Dealerships may be more expensive due to higher labor rates and potential for specialized tools. 

How to get an accurate quote

• Provide your vehicle details: Use online tools from sites like RepairPal and provide your vehicle’s year, make, and model for a more accurate estimate. 
• Ask for a detailed quote: Get a comprehensive quote from your mechanic that lists all parts and labor involved, as well as any related repairs that may be necessary. 

Is replacing a camshaft a big job?

Time and effort: Depending on the make and model of your vehicle, replacing a camshaft can be a time-consuming task. It may require several hours of work, including disassembly, inspection, replacement, and reassembly. Additionally, it may require special tools and equipment to complete the job properly.

How serious is a camshaft problem?

A faulty camshaft can cause misfires by disrupting the timing of the valves. If the camshaft lobes are worn or damaged, they may not open the valves correctly, leading to incomplete combustion in the cylinders. This improper combustion results in misfires and can cause further damage to your engine.