Best 5.7L HEMI Camshafts: 2003-2008 Dodge Buyer's Guide

A 5.7L HEMI camshaft upgrade swaps the factory hydraulic-roller cam for a higher-lift, longer-duration profile that adds roughly 20 to 170 horsepower depending on the stage and supporting mods. For the 2003-2008 Gen III HEMI — the 345-cubic-inch V8 found in the Dodge Ram 1500/2500/3500, Durango, Chrysler 300C, Dodge Magnum R/T and Charger R/T — a cam is the single highest-value naturally aspirated mod you can bolt on. In this buyer's guide our team at NLP Performance in Tampa, FL ranks the best 5.7L HEMI camshafts and cam kits we stock, with real lift and duration numbers, expected power gains, and the valve springs and pushrods you need to do the job right.

What Does a Camshaft Do for a 5.7L HEMI?

The camshaft controls how far (lift) and how long (duration) the intake and exhaust valves open. The factory 2003-2008 5.7L HEMI cam is tuned for fuel economy and the Multi-Displacement System (MDS) that shuts off four cylinders at cruise, so it leaves easy power on the table. A performance 5.7 HEMI cam raises lift and duration to flow more air, shifting the torque curve and adding power across the 1,500-6,200 rpm band where these trucks and cars actually live.

In factory trim, the 2003-2008 5.7L HEMI was rated between 335 and 345 horsepower depending on the platform — 345 hp in the early Ram, 340 hp in the 300C and Magnum R/T. That is a strong starting point, and because the Gen III HEMI is a pushrod engine with a single cam in the block, a cam swap is far simpler and cheaper than on a DOHC engine. There are no timing chains per head, no buckets or shims — just the cam, lifters, and the valvetrain hardware that supports it.

Best 5.7L HEMI Camshafts Compared

Here are the three 5.7L HEMI camshaft options we recommend most, sorted by the engine generation they fit. The 2003-2008 non-VVT engines use a different cam than the 2009-and-newer variable-valve-timing (VVT) HEMIs, so match the cam to your model year first, then choose a stage.

Top Pick: COMP Cams Stage 1 NSR Camshaft (112-300-11)

If you own a 2003-2008 5.7L HEMI, this is the cam we recommend first. NSR stands for "No Springs Required," meaning the 112-300-11 is ground to make real power while staying inside the lift limit of the factory beehive valve springs. That one design choice removes the most expensive and labor-intensive part of a cam swap — you keep your stock springs, retainers and seals, and bolt the new cam straight in.

Best Cam Kits for 2009+ VVT HEMIs

Starting in 2009 (and 2006 in some applications), the Gen III HEMI added Variable Valve Timing, which changes how the cam phasing works. You cannot run a 2003-2008 non-VVT cam in a VVT engine. For those newer 5.7L and 6.4L HEMIs, COMP Cams offers complete cam packages that take the guesswork out of part matching.

Supporting Mods: Valve Springs and Pushrods

The Stage 1 NSR cam is a true bolt-in, but the moment you step up to a bigger profile — or run higher rpm — you need upgraded valve springs and pushrods to keep the valvetrain stable and avoid float. These are the two parts we install most often alongside a 5.7L HEMI cam, and both fit the 2003-2008 engines.

Stage 1 vs Stage 2 vs Stage 3 HEMI Cams: Which Do You Need?

COMP Cams groups its Gen III HEMI camshafts into stages, and picking the right one comes down to how you drive and which supporting mods you run. Getting the stage right matters more than chasing the biggest numbers, because a cam that is too large for your combo idles poorly, hurts low-end torque, and can fail emissions.

Stage 1 cams like the 112-300-11 are the street-friendly choice: a mild bump in lift and duration, a light lope at idle, and gains you can run on a daily driver with the stock torque converter and factory valve springs. This is where most 2003-2008 5.7L owners should start. Stage 2 cams add more duration and a choppier idle, and they typically require upgraded valve springs and a higher-stall converter or steeper gears to use the higher-rpm power. Stage 3 cams are built for dedicated performance and boosted builds, with the biggest lift and duration figures, mandatory spring and pushrod upgrades, and the most dramatic idle — big peak power at the cost of low-end smoothness.

For a truck or LX car that still sees daily duty, we steer customers to the Stage 1 NSR cam. If you have already added long-tube headers, a cold-air intake and a tune and want more, a Stage 2 grind paired with the 0.600in beehive spring kit and the Hi-Tech pushrods is the logical next step.

How Much Horsepower Does a 5.7L HEMI Cam Add?

A mild Stage 1 cam like the 112-300-11 typically adds about 20 to 30 horsepower and a similar amount of torque to a tuned 2003-2008 5.7L HEMI, with the biggest gains in the 2,500-5,500 rpm midrange that you feel every day. Larger cams scale up fast: independent dyno testing of a bigger XFI-style 273-degree HEMI cam raised peak output from 383 hp to 449 hp — a 65 hp jump — and added as much as 100 hp at 6,300 rpm. COMP Cams states its complete Stage 1 through Stage 3 HRT cam packages can add up to 170 horsepower depending on the application and supporting mods.

The takeaway: a cam is the best dollar-per-horsepower naturally aspirated upgrade for the Gen III HEMI, but the number you get depends on the rest of the combo. Pair a bigger cam with long-tube headers, a ported intake and a quality tune and the gains stack. Keep it mild with the NSR cam and you get a reliable daily-driven truck or car that simply runs harder than stock.

Installation and Tuning Notes

In our Tampa shop, a 2003-2008 5.7L HEMI cam swap with the NSR cam is typically a one-day job because you keep the factory valve springs. The front of the engine comes apart to reach the timing cover and cam, the lifters are inspected or replaced, and the new cam slides in. A bigger cam adds spring and pushrod R&R time. Plan on roughly 6 to 10 hours of labor depending on your tools and experience.

Two things are non-negotiable after any HEMI cam swap. First, you must retune the engine with a handheld or custom tune to add fuel and timing for the new cam and to disable or correctly manage MDS — running a performance cam on the stock tune leaves power on the table and can cause driveability issues. Second, confirm your part matches your engine: 2003-2008 engines are non-VVT and use the 112-300-11, while 2009-and-newer engines need a VVT-specific cam kit. These camshafts are not CARB-compliant and cannot be shipped to California.