If your engine feels lazy, or you're just hunting for more power, you've probably heard the magic word: "camshaft." But a cam swap isn't just a part you bolt on; it's a decision that completely changes your engine's personality.

The camshaft is the "brain" of the operation. It controls how air and fuel get in and how exhaust gets out. It's the single biggest factor in determining where your engine makes power, whether it’s a low-end torque monster for towing or a high-RPM screamer for the track.

How a Camshaft Upgrade Changes Engine Power and Torque

When you're shopping for a cam, you'll be hit with a wall of specs. Let's cut through the noise and focus on the three that really matter: Lift, Duration, and Lobe Separation Angle (LSA).

Lift is simply how far the valve opens. More lift crams more air and fuel into the cylinder, which is a direct path to more horsepower. The catch? Your cylinder heads and intake have to be able to flow that extra air, or the extra lift is wasted.

Duration is how long the valve stays open. A longer duration is like leaving a faucet on longer—you get more air in, which is fantastic for building power at high RPMs. The trade-off is that you almost always lose some of that snappy, low-end throttle response.

Lobe Separation Angle (LSA) is a bit more technical. It's the timing, in degrees, between the intake and exhaust lobes. A "tight" LSA (a smaller number) is what gives you that classic, lumpy "pro-street" idle and a strong punch in the mid-range. A "wider" LSA (a bigger number) will give you a smoother idle, better vacuum, and is generally more street-friendly.

What Are the Different Types of Camshafts and Which One Fits My Build?

The biggest mistake people make is picking a cam that's too aggressive for their setup. You have to be honest about what you're building.

For a daily driver or a tow rig, you want torque, and you want it right off idle. A mild cam that builds power in the low-to-mid-range is your best bet. You want a cam that works with hydraulic lifters, which are "set it and forget it." They use oil pressure to stay adjusted, keeping things quiet and maintenance-free. Most modern cars use roller cams, where a small wheel on the lifter rolls along the cam lobe. This is a far superior, low-friction design that allows for more aggressive profiles without wearing out.

For a track car or weekend warrior, you can get wild. This is where you look at solid lifters. Unlike hydraulics, they don't self-adjust (you have to set the "valve lash" manually). Why bother? Because at very high RPM, hydraulic lifters can "float" and lose control of the valve. Solids are purely mechanical and stay stable, letting you rev the engine to the moon.

How the Melling Stock Replacement Camshaft MC1420 (Right‑Hand Intake) Improves Engine Efficiency

The Melling Stock Replacement Camshaft MC1420 is engineered for the right‑hand intake side of select 3.6 L DOHC engines. It’s built to restore correct valve timing and airflow without pushing an engine into extremes; ideal for builders who value reliability and proper fit first.

This camshaft uses a hydraulic flat‑tappet design and is compatible with modern engine control systems. That means you benefit from minimal maintenance while keeping consistent performance. The cam is designed to meet or exceed original equipment standards for materials and manufacturing. 

When installed, this camshaft improves how air and fuel enter the engine. Because the intake valves operate more precisely, the combustion chamber fills more completely. That simple change helps combustion run cleaner and more efficiently, which improves throttle response and mid‑range strength.

For the right‑hand intake bank on a 3.6 L DOHC, this camshaft restores proper function rather than radically changing it. That makes it a smart choice for applications focused on daily driving, work use, or long‑term durability. It is not marketed as a high‑rpm race cam, but rather as a solid replacement part that upholds performance under real‑world demands.

In short, if you’re rebuilding or servicing a 3.6 L DOHC engine and want dependable performance and proper installation, the Melling Stock Replacement Camshaft MC1420 is a strong fit.

Does a Camshaft Upgrade Affect Fuel Economy and Engine Longevity?

A camshaft upgrade doesn’t just change how an engine sounds or pulls—it can also affect how it burns fuel and how long it lasts. The impact depends on how the cam is spec’d, how it’s installed, and whether the rest of the engine is tuned to work with it.

What to Expect When It Comes to MPG

Some cam profiles increase fuel use. That’s especially true when the design favors higher RPM performance. When a cam keeps the valves open longer or increases overlap, fuel can exit before it fully burns. That helps build power at speed, but often comes at the cost of efficiency during lower-speed cruising or idling.

On the other hand, cams that are matched to the vehicle’s actual use can maintain—or even improve—fuel economy. A cam that opens the valves efficiently, fills the cylinders evenly, and pairs with a solid ignition tune will burn fuel more completely. That matters on the street, where the throttle is often partly open, and the engine spends more time in its midrange.

Why Tuning Matters for Longevity

Installing a new cam without tuning the computer or fuel system to match it puts stress on the engine. Airflow changes, and so does the fuel demand. If those aren’t corrected, the engine may run too lean or rich, which can lead to detonation, overheating, or accelerated wear.

Proper tuning corrects fuel and ignition timing to match the new valve events. That helps restore balance across the combustion cycle. When everything fires in sync, parts last longer. Bearings stay protected, valves seat properly, and pistons stay cool.

Reduced Strain Through Better Airflow

An upgraded cam, when chosen wisely, lets the engine breathe more easily. That means less effort is required to make power. Instead of fighting to draw air through a restricted opening, the cylinders fill with less resistance. That reduces the load on rotating assemblies and can help temperatures stay more stable under sustained use.

What Tuning Is Required After Installing a New Camshaft?

I can't stress this enough: you cannot just drop a new cam in and drive away.

You have fundamentally changed how the engine breathes, and the factory computer (or carburetor) is now completely lost. Without a tune, your air-fuel ratio will be dangerously off. You'll run "lean" (too much air, not enough fuel), which creates extreme heat and can melt pistons, or "rich" (too much fuel), which washes oil off the cylinder walls.

• For fuel-injected engines, you must get a custom tune, either on a dyno or with a handheld programmer.
• For carbureted engines, you'll be swapping jets and re-curving the ignition timing.

This tune is what fixes the new, rough idle and makes sure the engine is making safe, reliable power.

And yes, your fuel economy will almost certainly change. A wild race cam will guzzle gas. A mild, efficient cam might not hurt it much, but you're almost always trading some MPG for horsepower. It's all part of the game.

Northern Auto Parts

Looking to give your engine a fresh start? Whether you’re diving into a complete overhaul or just swapping out some worn parts, having the right gear is crucial. Northern Auto Parts isn’t just another auto parts store — we’re here to help you keep your ride in top shape.

With over 40 years of experience, we know auto parts like the back of our hand. Our engine kits cover a ton of makes and models, so you’re sure to find exactly what you need for your rebuild. And if you’re just after specific parts, we’ve got those too—pistons, gaskets, you name it. Don’t forget to check out our free auto parts catalog.

So, get ready and get your engine back on the road with Northern Auto Parts—your go-to spot for quality engine parts and rebuild kits.

Alright, let's get this engine roaring.