How much does a camshaft replacement cost?

The part itself varies widely — from around £50 for a budget aftermarket shaft to £400+ for an OE unit on a premium engine. Labour is substantial: typically 5–12 hours, making the total job £500–£1,500 at a garage depending on the engine.

Can a worn camshaft be reground rather than replaced?

On older engines with enough base-circle material, regrinding is possible. Most modern camshafts use an induction-hardened surface over a cast-iron or chilled-iron core that cannot be regrounded — replacement is the only option.

Will a worn camshaft cause an MOT failure?

Not directly, but the resulting rough running, misfires, or increased emissions can lead to an MOT failure on emissions or an advisory for engine noise.

What oil should I use to protect the camshaft?

Use the manufacturer-specified grade (commonly 5W-30 or 5W-40 for modern engines) and change it at or before the recommended interval. Use an oil with API SN or ACEA C3/A3-B4 classification for best anti-wear protection.

Can the camshaft cause a timing issue?

Yes. A damaged cam phaser or seized variable valve timing actuator can shift cam timing by 10° or more, causing poor performance and illuminating variable timing fault codes.

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Camshaft buying guide — what to know before you buy

The camshaft — also referred to as the engine camshaft or cam shaft — is a precision-machined steel shaft that rotates at half crankshaft speed in a 4-stroke engine, using egg-shaped lobes to open and close the intake and exhaust valves at precisely timed intervals. Worn cam lobes cause misfires, reduced compression, increased fuel consumption, and a characteristic tapping noise from the valve train. Modern double-overhead-cam (DOHC) engines have separate intake and exhaust camshafts, often with variable valve timing. CarParts247 carries replacement camshafts for popular passenger car engines from BMW, Ford, Volkswagen Group, Vauxhall/Opel, and Toyota, with options from Febi Bilstein and Victor Reinz-approved assemblies.

Signs of a worn or damaged camshaft

Camshaft lobe wear is gradual and often masks itself behind apparent misfire or valve clearance issues. An oil analysis showing elevated iron content is an early warning sign before audible symptoms appear.

Persistent ticking or tapping from the top of the engine, worse when cold
Misfire on one or more cylinders with no corresponding injector or spark fault
Reduced power and rough running at idle
High oil consumption caused by damaged cam bearing surfaces allowing blow-by
Variable valve timing fault codes (P0010–P0015 on many platforms)

Causes of camshaft failure

Camshafts are lubricated under pressure from the engine oil system. Failure is almost always oil-related — either insufficient pressure, contaminated oil, or extended drain intervals that allow the oil to lose its anti-wear additive package.

Infrequent oil changes allow sludge to block the oil passages feeding cam bearings
Using the wrong oil viscosity starves the camshaft of an adequate oil film
Cold starts with low oil pressure cause most lobe wear on high-mileage engines
Timing chain stretch can alter phasing, increasing stress on lobe flanks

Replacement and fitment considerations

Camshaft replacement is a major engine job on most cars because the cylinder head must be accessible or removed. Always replace camshaft bearing caps to the same positions they were removed from — they are line-bored as a matched set. Set valve clearances to the manufacturer's specification after fitting, and run the engine briefly to confirm correct oil pressure before returning to service.

Replace camshaft oil seals whenever the camshaft is removed
Inspect cam followers (tappets) and replace any that show pitting
Prime the lubrication system before initial start to avoid dry running
If replacing one camshaft on a DOHC engine, inspect the other — wear is usually bilateral