Fab9 MZR/Duratec Performance Camshafts

The best-performing camshafts available for the MZR/Duratec platform—hands down.

Fab9 MZR/Duratec camshafts were developed for customers who want maximum real-world performance without the compromises associated with reground factory camshafts. Every profile is manufactured from a purpose-made new camshaft blank, giving us complete control over the lobe shape, base circle, and centerline from the beginning.

This manufacturing process allows Fab9 to retain proper valvetrain geometry without requiring additional lash caps or corrective shim components. It also gives us the freedom to incorporate a uniquely advanced centerline directly into the camshaft—something that cannot be properly achieved when constrained by a reground factory core.

The result is a purpose-built, drop-in-style performance camshaft with stronger power delivery, simplified installation, and optimized timing already engineered into the profile. After years of building, testing, racing, and calibrating MZR and Duratec engines, we are confident calling these the best-performing camshafts available for the platform.

Why Fab9 Camshafts Are Different

• New camshaft blanks: Manufactured from purpose-made blanks instead of reground OEM camshafts.
• No additional lash caps: Proper base-circle geometry eliminates the need for corrective lash-cap components.
• No special shim kit: Installation does not require additional shims simply to compensate for a reduced regrind base circle.
• Advanced centerline: Cam timing is engineered directly into the blank for a stronger and more useful powerband.
• Maximum stock-piston option: The Stage 2 Thumper is as aggressive as you can safely go with factory pistons.
• 2.5L-friendly valvetrain requirements: Stage 2 can be used with factory 2.5L valve springs.
• Application-specific profiles: Options are available for street, aggressive naturally aspirated, forced-induction, and fully built race engines.
• Dyno developed: Proven through Fab9’s extensive experience building and tuning 2.0L, 2.3L, 2.4L, and 2.5L engines.
• Made in the USA.

The Purpose-Built Alternative to Reground Stage 2 Camshafts

If you are comparing the Fab9 Stage 2 Thumper with an Esslinger Stage 2 or another regrind-style camshaft, the most important difference is how the camshaft is manufactured.

A regrind creates a new lobe profile by removing material from an existing factory camshaft. This can reduce the base-circle diameter and require lash caps, shims, or other components to restore the intended valvetrain geometry. A regrind is also limited by the shape, material, and centerline of the original camshaft.

Fab9 camshafts begin as new blanks. This gives us the material and design freedom necessary to produce the desired lift, duration, base circle, and advanced centerline as one complete profile. You receive a purpose-built performance camshaft—not a factory camshaft modified until it approximates the desired result.

There is no additional lash-cap package to purchase, no corrective shim system required because of a reduced base circle, and no compromise in the profile simply to make it fit an existing factory core. This is a major reason Fab9 camshafts deliver the best performance available for the MZR/Duratec platform.

Available Camshaft Profiles

Stage 1 – Super Street

Stage 1 is designed for street-driven 2.0L, 2.3L, and 2.5L engines that need improved airflow and stronger upper-rpm performance without sacrificing factory-like behavior.

This profile is ideal for daily-driven NC Miatas, mild 2.5L swaps, and naturally aspirated combinations where drivability remains a priority. It provides a meaningful improvement in performance while retaining smooth idle quality and excellent street manners.

• Factory-like idle and drivability
• Improved midrange and upper-rpm power
• Compatible with an otherwise stock cylinder head
• No additional lash caps or corrective shim kit
• Ideal for daily-driven and mild performance builds

Stage 2 – Thumper

The Stage 2 Thumper is the most aggressive camshaft profile we recommend with factory pistons.

This is our most popular naturally aspirated profile and the best choice for anyone looking to extract maximum performance from a stock-piston 2.0L or 2.5L engine. It produces a noticeable performance-oriented idle, strong midrange torque, and substantially improved high-rpm breathing while remaining practical in a street or track-driven car.

Unlike a reground Stage 2 camshaft, the Thumper is produced from a new blank. Its proper base circle and advanced centerline are engineered directly into the camshaft, eliminating the need for additional lash caps or a corrective shim package.

On the 2.5L Duratec, the Stage 2 Thumper can be installed without upgrading the factory valve springs. This makes it an exceptionally effective upgrade for NC Miata 2.5L swaps: maximum stock-piston camshaft performance without forcing the customer into an unnecessary spring package.

For the 2.0L MZR, upgraded valve springs are recommended, particularly for sustained high-rpm, track, or competition use.

• Most aggressive Fab9 profile compatible with factory pistons
• Maximum naturally aspirated output without opening the short block
• Factory 2.5L valve springs may be retained
• Upgraded springs recommended on the 2.0L
• No lash-cap kit required
• No corrective shim package required
• Advanced centerline built directly into the camshaft
• Strong midrange and upper-rpm power gains
• Noticeable performance-oriented idle
• Excellent match for the Fab9 Elite Intake Manifold
• Ideal for aggressive street, autocross, and track applications

Stage 2 clearance note: The Thumper represents the practical limit for factory-piston applications. Piston-to-valve clearance must still be verified when the cylinder head or block has been machined, a nonstandard head gasket is used, or the installed cam timing has been altered.

Forced-Induction Profile

The Fab9 forced-induction profile is engineered specifically for turbocharged and supercharged engines. Rather than repurposing an aggressive naturally aspirated camshaft, this profile is designed around the airflow, overlap, cylinder-pressure, and exhaust-energy requirements of a boosted MZR/Duratec engine.

• Developed specifically for turbocharged and supercharged combinations
• Designed to support strong response and high-rpm airflow
• Suitable for high-output street and competition engines
• Strong naturally aspirated performance before boost
• No regrind-related lash-cap or corrective shim requirements
• Recommended for forged or purpose-built forced-induction combinations

Stage 4 – Ralph

Stage 4 is the maximum-effort naturally aspirated profile. It is intended for fully built, high-compression engines equipped with the pistons, valve springs, cylinder-head airflow, induction system, exhaust system, and ECU calibration necessary to support it.

For a stock-piston engine, choose the Stage 2 Thumper. Stage 4 moves beyond the limits of the factory piston and is intended for customers building an uncompromising high-rpm MZR/Duratec combination.

• Fully built naturally aspirated engines only
• Upgraded valve springs required
• Aftermarket or properly modified pistons required
• Piston-to-valve clearance must be measured during assembly
• Custom ECU calibration required

Vehicle and Engine Compatibility

• 2006–2015 Mazda MX-5 Miata NC 2.0L MZR
• Mazda MZR 2.0L, 2.3L, and 2.5L engines
• Ford Duratec 2.0L, 2.3L, and 2.5L engines
• NC Miata 2.3L and 2.5L engine swaps
• Fab9 Scalpel 2.4L engine combinations
• VCT-equipped applications

Compatibility note: MZR and Duratec engines were installed in numerous vehicle configurations. Confirm cylinder-head, trigger-system, and VCT compatibility before ordering for applications outside the 2006–2015 NC Miata.

Tuning and Installation Requirements

Professional installation and ECU calibration are strongly recommended. Performance camshafts affect airflow, volumetric efficiency, idle behavior, ignition requirements, and VCT operation. Proper calibration is necessary to realize the full performance advantage of the camshafts.

Piston-to-valve clearance, valve-spring travel, retainer-to-seal clearance, and installed lash should always be checked during assembly. Clearance verification is especially important when the block or cylinder head has been machined, aftermarket pistons are installed, gasket thickness has changed, or nonstandard cam timing is used.

Camshafts are internal engine components and are not returnable after installation or attempted installation.