Piper Stage II 2ZZ Camshafts
Details
Piper Cams will give you more power over the stock cams. It will allow your motor to get more air inside the cylinders at the right time. This is a great upgrade for boosted motors.
| Duration | Lift | ||||||||
| Inlet | Exhaust | Inlet | Exhaust | ||||||
| Low | High | Low | High | Low | High | Low | High | ||
| Stage 2 | 276 | 288 | 276 | 284 | 9.7mm | 12.3mm | 9.65mm | 11.3mm | |
| Stage 3 | 276 | 304 | 276 | 296 | 9.7mm | 12.5mm | 9.65mm | 11.68mm |
What do these numbers mean? The 2zz starts out with fairly big cams. The aftermarket cams add lift and duration to increase performance from the midrange up. Ultimate power gains are pretty similar between MWR and Piper; the difference is in the small lobe, where Piper went pretty conservative for a good idle and MWR went bigger to maximize gains in the 2zz’s notoriously soft 4000-6000rpm midrange.
Installation is easy, taking only 2-3 hours for someone familiar with these engines. We recommend checking valve clearance but it usually does not require adjustment. Use the OEM recommended valve clearance and torque specs during install. Timing is simply set using the stock timing marks, no degreeing is needed.
If you are running a stock naturally aspirated engine and stock ECU (tune) you’re much better off with the stage 2 cams.
If you have a built engine, ported head, high compression, revving to 9k, etc, you’ll probably want to run stage 3 for maximum power.
Supercharged? Stage 3 tends to work best with no penalty in the midrange.
Turbo? We often stick with a stage 2 cam for turbo builds since there is less need for huge duration and you don’t generally need to rev as high.
More Information
| Brand | Piper |
|---|---|
| Type of Part | Engine |
| Engine Fitment | 1.8L (2ZZ-GE) |
| Length | 24.0 |
| Width | 6.0 |
| Height | 6.0 |
| Weight | 15.000000 |
Reviews
Fitment
Piper Cams will give you more power over the stock cams. It will allow your motor to get more air inside the cylinders at the right time. This is a great upgrade for boosted motors.
| Duration | Lift | ||||||||
| Inlet | Exhaust | Inlet | Exhaust | ||||||
| Low | High | Low | High | Low | High | Low | High | ||
| Stage 2 | 276 | 288 | 276 | 284 | 9.7mm | 12.3mm | 9.65mm | 11.3mm | |
| Stage 3 | 276 | 304 | 276 | 296 | 9.7mm | 12.5mm | 9.65mm | 11.68mm |
What do these numbers mean? The 2zz starts out with fairly big cams. The aftermarket cams add lift and duration to increase performance from the midrange up. Ultimate power gains are pretty similar between MWR and Piper; the difference is in the small lobe, where Piper went pretty conservative for a good idle and MWR went bigger to maximize gains in the 2zz’s notoriously soft 4000-6000rpm midrange.
Installation is easy, taking only 2-3 hours for someone familiar with these engines. We recommend checking valve clearance but it usually does not require adjustment. Use the OEM recommended valve clearance and torque specs during install. Timing is simply set using the stock timing marks, no degreeing is needed.
If you are running a stock naturally aspirated engine and stock ECU (tune) you’re much better off with the stage 2 cams.
If you have a built engine, ported head, high compression, revving to 9k, etc, you’ll probably want to run stage 3 for maximum power.
Supercharged? Stage 3 tends to work best with no penalty in the midrange.
Turbo? We often stick with a stage 2 cam for turbo builds since there is less need for huge duration and you don’t generally need to rev as high.
