In the world of high-revving naturally aspirated V8s, enthusiasts often talk about BMW's S65, Ferrari's flat-plane V8s, and the legendary Porsche 4.0L units. But there's a Japanese V8 that deserves far more recognition than it gets: the Lexus 2UR-GSE found in the IS-F, RC-F, and GS-F. This is Toyota's answer to the BMW M3 V8, and in many ways, it's the engine Toyota should have put in everything from the Supra to the Land Cruiser.
At Raw Exotics, we've tuned and modified several 2UR-GSE-powered Lexus F cars here in Houston, and I'm consistently impressed by this engine's capabilities, reliability, and sound. In this comprehensive guide, I'll cover everything you need to know about the 2UR-GSE, from factory specs to serious performance modifications.
Engine Specifications and Engineering
The 2UR-GSE is a 5.0-liter (4,969cc) quad-cam 32-valve V8 that debuted in 2007 in the IS-F. It's part of Toyota's UR engine family but significantly enhanced for performance applications with Yamaha's engineering input—the same collaboration that brought us the legendary 2JZ-GTE and LFA V10.
Core Specifications
- Displacement: 5.0L (4,969cc)
- Configuration: 90-degree V8, naturally aspirated
- Bore × Stroke: 94mm × 89.5mm (oversquare design for high RPM capability)
- Compression Ratio: 11.8:1 (12.3:1 in later RC-F models)
- Power: 416-472hp depending on model year and variant
- Torque: 371-395 lb-ft
- Redline: 7,200-7,300 RPM with fuel cut at 7,400 RPM
- Block: Aluminum with steel cylinder liners
- Heads: Aluminum DOHC with dual VVT-i and ACIS (Acoustic Control Induction System)
Advanced Engineering Features
Yamaha-Designed Cylinder Heads: Yamaha collaborated on the cylinder head design, featuring aggressive port geometry, lightweight titanium intake valves, and sodium-filled exhaust valves for improved heat dissipation. The valvetrain uses solid lifters and shim-under-bucket valve adjustment—race-inspired technology that allows for precise valve control at high RPM.
Forged Internals: From the factory, the 2UR-GSE features forged connecting rods and a forged crankshaft, making it exceptionally strong for a naturally aspirated engine. The pistons are cast aluminum but are robust enough for moderate forced induction applications.
Dual VVT-i: Both intake and exhaust camshafts feature variable valve timing, allowing the engine to optimize power delivery across the RPM range while maintaining emissions compliance and fuel efficiency during cruising.
ACIS (Acoustic Control Induction System): The intake manifold features electronically controlled butterfly valves that change intake runner length based on RPM, optimizing torque at low RPM and maximizing airflow at high RPM. This is similar technology to what BMW used in the S65 V8.
Model Variations and Power Outputs
IS-F (2008-2014)
The original application produced 416 horsepower and 371 lb-ft of torque. This was conservative tuning focused on reliability and refinement. The IS-F redlines at 6,800 RPM with a 7,000 RPM fuel cut. These are fantastic cars and still undervalued in the used market—you can find clean examples for $30,000-$50,000, which is incredible value for a 400+ hp Japanese sports sedan with bulletproof reliability.
RC-F (2015-2019)
The first-generation RC-F received upgrades including higher 12.3:1 compression, revised intake and exhaust systems, and improved engine management, resulting in 467 horsepower and 389 lb-ft of torque. The redline increased to 7,100 RPM with fuel cut at 7,300 RPM. This is the sweet spot for naturally aspirated 2UR-GSE performance before forced induction.
RC-F (2020+) and Track Edition
The updated RC-F produces 472 horsepower and 395 lb-ft thanks to intake and exhaust refinements, revised cam timing, and ECU calibration. The Track Edition shaves weight but uses the same engine. These represent the pinnacle of factory 2UR-GSE development and are absolute weapons on track.
GS-F (2016-2020)
The GS-F uses the same 467hp specification as the 2015-2019 RC-F. It's a larger, more luxurious sedan but with the same fantastic powertrain. Think of it as a Japanese BMW M5—understated but devastatingly quick.
Why This Engine Deserves More Recognition
The automotive press often overlooks the 2UR-GSE, and I think that's a crime. Here's why this engine is special:
The Sound: This might be the best-sounding V8 Toyota has ever built. It has a unique howl that combines American V8 rumble with Ferrari-like high-RPM scream. The intake and exhaust note from 5,000-7,300 RPM is absolutely intoxicating.
Reliability: This is a Toyota/Lexus engine, which means it's over-engineered and built to last 200,000+ miles with basic maintenance. I've yet to see a 2UR-GSE with catastrophic failure that wasn't caused by severe neglect or abuse.
Linear Power Delivery: Unlike turbocharged engines with on/off power characteristics, the 2UR-GSE builds power smoothly and predictably from 3,000 RPM all the way to redline. It's a driver's engine that rewards throttle control and proper shifting.
High-RPM Capability: A factory 7,300 RPM redline in a production V8 is remarkable. With modifications, these engines can safely rev to 8,000+ RPM, opening up additional naturally aspirated power potential.
Modification Potential: While not as well-supported as LS or Coyote platforms, the 2UR-GSE responds exceptionally well to bolt-ons, forced induction, and engine management upgrades.
Naturally Aspirated Performance Modifications
Stage 1: Bolt-On Upgrades (420-490 WHP)
Starting with a stock IS-F or RC-F, bolt-on modifications can add 30-60 wheel horsepower while transforming the engine's character.
Intake System: The factory intake is restrictive. Aftermarket intakes from companies like AEM, K&N, or RR Racing free up airflow and enhance induction noise. Expect 5-10hp gains, but more importantly, improved throttle response and that glorious intake howl.
Exhaust System: This is the single best modification for the 2UR-GSE. The factory exhaust is heavily muffled for luxury car refinement. A quality cat-back or full exhaust system from manufacturers like Borla, Fi Exhaust, or Armytrix unleashes 15-25hp while creating one of the best exhaust notes in the automotive world.
For maximum power, go with long-tube headers and a full 3-inch exhaust. This is where the 2UR-GSE really wakes up.
Headers: This is the biggest naturally aspirated power modification. Factory headers are cast manifolds with catalytic converters that severely restrict flow. Aftermarket long-tube headers from companies like PPE, RR Racing, or Joe Z eliminate the primary cats and dramatically improve exhaust flow.
Quality long-tube headers add 25-40hp on their own and completely transform mid-range and top-end power delivery. Combined with a free-flowing cat-back, you're looking at 40-60hp gains total. The sound becomes absolutely savage—think NASCAR or GT racing.
Important note: Most states require catalytic converters for emissions compliance. You'll need high-flow catalytic converters in the mid-pipe to remain street legal.
ECU Tuning: Mandatory after headers to recalibrate oxygen sensor readings and optimize fueling and timing. Companies like RR Racing, VR Tuned, and Paramount Performance offer ECU tuning via mail-order or custom dyno tuning. Expect the tune to add another 10-15hp on top of the hardware while improving drivability and throttle response.
Total naturally aspirated bolt-on power: 450-490 wheel horsepower from a stock IS-F or RC-F is achievable with intake, headers, exhaust, and tuning. This represents roughly 520-570 crank horsepower—phenomenal for a naturally aspirated 5.0L V8.
Stage 2: Advanced Naturally Aspirated (500-550 WHP)
Going beyond bolt-ons requires more serious modifications:
Camshaft Upgrades: The factory cams are conservative for emissions and fuel economy. Performance camshafts from manufacturers like Kelford or custom grinds can increase lift and duration, allowing more airflow at high RPM. This typically requires valve spring upgrades and ECU reprogramming to handle the new cam profiles.
Port and Polish: CNC porting the cylinder heads improves flow significantly. Combined with performance cams, ported heads can add another 30-40hp at high RPM.
Increased Displacement: Boring and stroking the 2UR-GSE to 5.4L or even 5.8L is possible with custom pistons and crankshafts. This is expensive but creates massive naturally aspirated torque and power potential.
These modifications venture into serious money—$8,000-$15,000+ depending on how deep you go—but can produce 550+ naturally aspirated wheel horsepower. At that point, you have a Japanese exotic that revs to 8,000+ RPM and sounds like a race car.
Forced Induction: Supercharger Kits
If you want serious power without sacrificing the high-RPM character of the 2UR-GSE, supercharging is the way to go. Several companies offer complete bolt-on supercharger systems.
Magnuson TVS2300 Supercharger
The Magnuson kit is the most popular and proven option. It uses an Eaton TVS2300 positive-displacement supercharger (the same core unit used in Dodge Hellcats and ZL1 Camaros) and delivers 550-600 wheel horsepower on pump gas with a conservative tune.
The kit includes everything needed: supercharger unit, intake manifold adapter, intercooler, injectors, fuel pump, ECU calibration, and all necessary hardware. Installation takes 12-16 hours for a competent shop.
Power delivery is linear and smooth—like a bigger displacement naturally aspirated engine. The supercharger whine adds to the already fantastic engine note. On pump 93 octane, expect 550-575 whp. On E85 or race fuel with aggressive tuning, 650+ whp is achievable on the stock bottom end.
RR Racing Supercharger Kit
RR Racing offers both centrifugal and positive-displacement supercharger options. Their centrifugal kits use Rotrex superchargers and produce 520-650 whp depending on boost level and supporting mods. These feel more like turbo lag-free power—linear at low RPM then aggressive top-end pull.
Reliability Considerations for Forced Induction
The 2UR-GSE handles forced induction remarkably well thanks to its forged rotating assembly and strong block design. However, for long-term reliability at 600+ whp, consider:
- Upgraded fuel system: Larger fuel pump, higher-flow injectors, and potentially port injection supplementation for E85 or high boost
- Engine oil cooler: Forced induction generates additional heat; a dedicated oil cooler maintains proper lubrication
- Transmission upgrades: The factory 8-speed automatic can handle 550-600 whp but benefits from upgraded fluid and transmission cooler. Beyond that, torque converter and clutch pack upgrades are recommended
- Differential: The factory rear differential is adequate for most street applications but can be upgraded for drag racing or road course use
Turbocharger Systems
Turbo kits for the 2UR-GSE are less common than supercharger systems but offer even more power potential. Companies like Hytech Motorsports and custom fabricators have built single-turbo and twin-turbo systems capable of 700-1,000+ wheel horsepower.
The challenges with turbo systems include:
- Complex exhaust manifold fabrication for the tight engine bay
- Heat management—turbo systems generate significant underhood heat
- Tuning complexity—wastegate control, boost curves, and fueling require expert calibration
- Cost—custom turbo systems typically run $12,000-$20,000+ installed
For street cars, I typically recommend superchargers for their simplicity and drivability. For dedicated drag or road race applications chasing maximum power, turbos make sense.
Transmission and Drivetrain
The 2UR-GSE is mated to either a 6-speed manual (rare, only in early IS-F models) or an 8-speed automatic transmission.
8-Speed Automatic
The 8-speed is a fantastic transmission—quick shifts, good gear ratios, and paddle shift control. It's the same basic unit used in various Lexus and Toyota models, but F car versions have upgraded clutch packs and programming.
For modified cars, consider:
- Transmission cooler for track use or high-power applications
- Upgraded transmission fluid (OEM WS fluid is excellent, or upgrade to full synthetic ATF)
- Custom transmission tuning to raise line pressure and firmness for faster shifts
6-Speed Manual
The manual transmission IS-F is incredibly rare but highly desirable. The transmission is robust and handles power well. Clutch upgrades are recommended for forced induction applications over 550 whp.
Tuning and Engine Management
ECU tuning is essential for extracting maximum performance from any modifications. Options include:
Piggyback Systems
Systems like the RR Racing VRtuned ECU or Unichip intercept and modify signals to the factory ECU. These are relatively affordable ($800-$1,500) and work well for mild modifications but have limitations for serious builds.
ECU Reflash
Mail-order or custom ECU reflashing modifies the factory ECU programming directly. This is the most common approach and works excellently for bolt-on naturally aspirated builds or supercharger kits. Companies like RR Racing, VR Tuned, and Paramount Performance offer this service.
Standalone ECU
For extreme builds or custom turbo systems, standalone ECUs like Haltech, AEM Infinity, or Motec provide complete control over fueling, ignition, and all engine parameters. This is expensive ($3,000-$5,000+ for ECU, wiring, and tuning) but necessary for 800+ whp builds.
Maintenance and Reliability
The 2UR-GSE is a Toyota engine at its core, which means exceptional reliability with proper maintenance:
- Oil changes: Every 5,000 miles with quality synthetic (0W-20 factory spec, though many use 5W-30 for track use)
- Valve adjustment: Required every 60,000 miles—shim-under-bucket design requires precise measurement and shim replacement
- Spark plugs: Every 30,000 miles for modified cars, 60,000 for stock
- Transmission fluid: Every 30,000-40,000 miles for performance applications
- Coolant: Every 50,000 miles or 5 years
- Differential fluid: Every 30,000 miles for spirited driving
Common issues are minimal, but watch for:
- Carbon buildup on intake valves (direct injection issue)—walnut blasting every 80,000-100,000 miles recommended
- Starter motor failures on early IS-F models (upgraded starters available)
- Water pump leaks around 100,000+ miles (not unusual for any engine)
The Verdict: An Underrated Masterpiece
The Lexus 2UR-GSE is one of the best V8 engines ever built by a Japanese manufacturer, period. It combines exotic-car performance with Toyota reliability, responds incredibly well to modifications, and produces one of the most intoxicating engine notes in the automotive world.
For enthusiasts looking for a reliable, high-revving naturally aspirated V8 or a platform capable of serious forced induction power, the IS-F, RC-F, and GS-F deserve serious consideration. They're still undervalued compared to German competitors, making them fantastic performance bargains.
At Raw Exotics here in Houston, we love working on these cars. Whether you're looking for bolt-on modifications to wake up your stock F car or a full supercharger installation pushing 600+ wheel horsepower, we have the expertise and experience to make it happen reliably.
If you own a Lexus F car or are considering buying one, give us a call. We'll help you unlock the potential of this incredible engine.