Toyota 2UR-GSE Specifications
| Engine Model: Toyota 2UR-GSE |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve VVT-i liquid-cooled gasoline |
| Total Displacement: 303 cu.in (4.96 L) |
| Rated Engine Power: 416 Hp (310 kW) at 6600 rpm |
| Fuel System Type: Toyota D-4S (Direct Injection 4-Stroke) |
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The Toyota 2UR-GSE is a 5.0-liter naturally aspirated
V8 engine developed in partnership with Yamaha as the flagship performance
powerplant for the Lexus F marque. Introduced in 2007 with the Lexus IS F and
continuously evolved through subsequent generations, the 2UR-GSE represents a
high-revving, naturally aspirated architecture designed to deliver linear power
delivery, immediate throttle response, and a distinctive acoustic character.
The engine utilizes a 90-degree V8 configuration with dual overhead camshafts,
32 valves, and Toyota’s D-4S fuel injection system combining direct and port
injection. Yamaha’s expertise contributed to the high-flow cylinder head design
with titanium intake valves, enabling a 7,300 rpm redline. The 2UR-GSE
incorporates VVT-iE electric motor-driven variable valve timing on the intake
camshafts, permitting Atkinson cycle operation during light-load cruising for
improved fuel efficiency.
Forged connecting rods and a high-strength crankshaft provide durability at
elevated engine speeds. The engine’s output evolved from 416 hp in the original
IS F to 472 hp in current LC 500 and IS 500 applications, with compression
ratios increasing from 11.8:1 to 12.3:1 across production generations.
Engine Type: 4-stroke, 90° V8, water-cooled gasoline engine.
Displacement: 4,969 cc (5.0 L; 303 cu.in).
Bore: 94.0 mm (3.701 in).
Stroke: 89.5 mm (3.524 in).
Compression Ratio: 11.8:1 (IS F, early RC F/GS F).
Compression Ratio: 12.3:1 (LC 500, IS 500, later RC F/GS F).
Firing Order: 1-8-7-3-6-5-4-2.
Aspiration: Naturally aspirated.
Maximum Engine Speed: 7,300 rpm (redline); 7,500 rpm (fuel cut).
Valvetrain: DOHC (double overhead camshaft per cylinder bank), 4 valves per
cylinder, 32 valves total, timing chain drive with VVT-iE (electric intake) and
VVT-i (hydraulic exhaust). Combustion Chamber: Pent-roof design with centrally
located spark plugs and high-flow intake ports developed with Yamaha.
Lexus IS F (2008-2014)
Maximum Power: 310 kW (416 hp) at 6,600 rpm.
Maximum Torque: 503 Nm (371 lb-ft) at 5,200 rpm.
Lexus RC F / GS F (2015-2020)
Maximum Power: 348-352 kW (467-472 hp; 473-478 PS) at 7,100 rpm.
Maximum Torque: 527-535 Nm (389-395 lb-ft) at 4,800 rpm.
Lexus LC 500 / IS 500 (2018-Present)
Maximum Power: 351-352 kW (471-472 hp; 477-478 PS) at 7,100 rpm.
Maximum Torque: 540 Nm (398 lb-ft) at 4,800 rpm.
Compression Pressure
Standard: 1.35-1.55 MPa (196-225 psi).
Minimum service limit: 1.20 MPa (174 psi).
Maximum permissible variation between cylinders: 0.10 MPa (15 psi).
The cylinder block is constructed from high-strength
aluminum alloy with a 90-degree included angle between cylinder banks. The block
features an open-deck design with cast-in iron cylinder liners for wear
resistance. A deep-skirt configuration with the cylinder walls extending below
the crankshaft centerline enhances structural rigidity. Five main bearings
support the forged steel crankshaft, with bearing caps secured by four vertical
bolts each.
The crankshaft is heat-treated and balanced for high-speed operation. Forged
steel connecting rods with cracked cap construction provide durability under
sustained high-rpm loads. The cylinder bore spacing is 105.0 mm (4.134 in). The
block incorporates a structural aluminum oil pan with internal baffling and a
dedicated scavenge pump to maintain oil pressure during high-G cornering, a
feature essential for track-oriented applications. Cast-in coolant passages
surround each cylinder for the full depth of the stroke.
Each cylinder bank receives an aluminum alloy cylinder
head developed in collaboration with Yamaha, featuring high-flow intake ports
designed for maximum volumetric efficiency at elevated engine speeds. The dual
overhead camshafts per cylinder bank are supported by five bearing journals
each. The intake camshaft incorporates VVT-iE, an electric motor-driven variable
valve timing actuator that provides rapid and continuous adjustment independent
of oil pressure.
The exhaust camshaft uses hydraulic VVT-i actuation. The camshafts are driven by
a silent timing chain from the crankshaft, with a hydraulic tensioner
maintaining optimal tension. Valve actuation occurs through bucket-type tappets
with shim adjustment. Titanium intake valves reduce reciprocating mass,
permitting the 7,300 rpm redline. The exhaust ports are integrated into the
cylinder head casting, with exhaust manifolds cast as part of the head to
optimize exhaust gas scavenging and enhance acoustic tuning.
Number of Valves: 32 total (4 per cylinder).
Intake Valve Diameter: 36.0 mm (1.417 in).
Intake Valve Material: Titanium alloy.
Exhaust Valve Diameter: 30.5 mm (1.201 in).
Exhaust Valve Material: Steel with sodium-filled stem for heat dissipation.
Valve Stem Diameter: 5.5 mm (0.217 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal inserts for both intake and exhaust; exhaust
seats feature high-temperature alloy.
Valve Clearance: Shim adjustment under bucket; clearance measured with engine
cold.
Intake Valve Clearance (cold): 0.15-0.25 mm (0.006-0.010 in).
Exhaust Valve Clearance (cold): 0.25-0.35 mm (0.010-0.014 in).
Valve Timing (VVT-iE and VVT-i at maximum advance)
Intake Opens: 30° BTDC.
Intake Closes: 70° ABDC.
Exhaust Opens: 60° BBDC.
Exhaust Closes: 20° ATDC.
The fuel system employs Toyota’s D-4S (Direct 4-Stroke)
dual injection system, combining direct in-cylinder injection with port
injection. Each cylinder is served by a direct injector mounted in the cylinder
head and a port injector mounted in the intake manifold. The system operates at
two pressure regimes: port injection at 300-400 kPa (44-58 psi) and direct
injection at up to 12,000-15,000 kPa (1,740-2,175 psi) depending on engine speed
and load.
The engine management system selects injection mode based on operating
conditions, utilizing port injection for cold starts and low-load operation,
direct injection for high-load operation, and both systems simultaneously for
optimized combustion under transient conditions. Two fuel rails are employed: a
low-pressure rail for the port injectors and a high-pressure rail for the direct
injectors, supplied by a mechanical high-pressure pump driven by the intake
camshaft on the right cylinder bank.
Injectors: Port injectors: side-feed, 180-210 cc/min at 350 kPa; Direct
injectors: multi-hole solenoid type with 12,000-15,000 kPa operating pressure.
Fuel Filtration: In-tank primary strainer and replaceable inline filter rated at
10 microns; high-pressure fuel filter integrated with direct injection pump.
Fuel Pressure: Port injection: 330-370 kPa (48-54 psi); Direct injection:
12,000-15,000 kPa (1,740-2,175 psi) at full load. Fuel Specification: Premium
unleaded 95 RON minimum; 98 RON recommended for maximum performance.
The lubrication system utilizes a gear-type oil pump
mounted within the front timing cover and driven directly by the crankshaft. The
pump draws oil from a baffled aluminum sump through a strainer screen and
delivers it to a full-flow disposable cartridge oil filter mounted on the
cylinder block. A dedicated scavenge pump system maintains oil supply during
high-G cornering, with multiple oil pickup points feeding a return circuit to
the main sump.
An integral oil cooler, using engine coolant, maintains oil temperature under
sustained high-load operation. The system incorporates a pressure relief valve
calibrated to maintain stable pressure across the operating range. Main
galleries distribute oil to the crankshaft main bearings, connecting rod
bearings, camshaft bearings, and the VVT-i and VVT-iE control mechanisms.
Oil Pump Type: Gear-type, crankshaft-driven; auxiliary scavenge pump for high-G
operation. Oil Pressure (hot, at 6,000 rpm): 400-550 kPa (58-80 psi). Oil
Pressure (hot, idle): 100 kPa (15 psi) minimum. Oil Capacity (with filter):
8.8-9.3 L (9.3-9.8 US qt) depending on oil pan variant. Oil Specification: API
SN or higher; SAE 5W-30 fully synthetic; Lexus-approved 0W-20 for certain
markets.
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder heads, and returns to the radiator through a thermostat
housing. A wax-pellet thermostat with a bypass circuit maintains operating
temperature stability.
The system incorporates a cross-flow aluminum radiator with a pressure-type
filler cap rated at 108-127 kPa (16-18 psi). Separate coolant circuits serve the
oil cooler and the heater core. The cooling system is designed to maintain
consistent cylinder head temperatures to support the VVT-iE and VVT-i mechanisms
across the engine’s wide operating range.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 10.5-11.5 L
(11.1-12.2 US qt) depending on heater core and oil cooler configuration.
Thermostat Opening Temperature: 82 °C (180 °F). Thermostat Fully Open
Temperature: 95 °C (203 °F). Coolant Specification: Ethylene-glycol based with
aluminum-compatible corrosion inhibitors; Toyota Super Long Life Coolant; 50%
concentration.
| Intake and Exhaust Systems |
Intake System: Air enters through a paper-element air
cleaner housing with an integrated mass airflow sensor, then passes through an
electronically controlled throttle body with a bore diameter of 80 mm (3.15 in).
The intake manifold is a composite dual-stage design with variable-length
runners controlled by intake manifold tuning valves that alter effective runner
length based on engine speed. The system incorporates a large-volume intake
plenum tuned for high-rpm power production.
Exhaust System: The cylinder heads incorporate integrated exhaust manifolds cast
as part of the head casting, eliminating separate manifold flanges and gaskets.
This design optimizes exhaust gas scavenging and contributes to the engine’s
distinctive acoustic character. The exhaust system merges into a dual-pipe
configuration with secondary manifolds, catalytic converters, and active exhaust
valves that modulate sound output based on engine speed and drive mode
selection.
| Ignition and Electrical System |
Ignition System: Direct ignition system with individual
coil-on-plug units mounted to each cylinder. The engine control unit provides
individual cylinder timing control with dual knock sensors, one per cylinder
bank, to maintain optimal ignition advance across varying fuel qualities and
operating conditions.
Electrical System: 12V negative-ground electrical architecture. Starter motor is
a reduction-gear type mounted to the transmission bellhousing. Alternator output
is 150 A. Engine control unit is a Denso unit with integrated knock control,
sequential fuel injection, D-4S injection mode selection, dual VVT management,
and electronic throttle control.
VVT-iE System: The Variable Valve Timing-intelligent by
Electric motor system operates on the intake camshafts. An electric actuator
mounted at the front of each intake camshaft provides infinitely variable timing
adjustment up to 70 degrees of crankshaft rotation. The electric motor allows
valve timing control independent of oil pressure, enabling Atkinson cycle
operation during light-load cruising. Under high-load conditions, the system
advances intake timing to maximize volumetric efficiency.
VVT-i System: The Variable Valve Timing-intelligent system operates on the
exhaust camshafts using hydraulic actuators controlled by oil control valves.
Exhaust timing is adjusted continuously to optimize overlap with the intake
valves, improving internal exhaust gas recirculation and reducing emissions.
Length (front of accessory drive to rear of flywheel
housing): 790 mm (31.1 in).
Width (overall, across valve covers): 870 mm (34.3 in).
Height (from oil pan rail to top of intake manifold): 780 mm (30.7 in).
Dry Weight (complete engine with flywheel, without accessories): 215 kg (474
lb).
Dry Weight (complete engine with alternator, starter, and manifolds): 230 kg
(507 lb).
Engine Oil: SAE 5W-30 fully synthetic; API SN or
higher; Lexus-approved 0W-20.
Oil Change Interval: 8,000 km (5,000 mi) for severe service; 16,000 km (10,000
mi).
Oil Filter Replacement: Every oil change; use OEM or equivalent high-efficiency
filter.
Coolant Capacity: 10.5-11.5 L (11.1-12.2 US qt).
Coolant Change Interval: 160,000 km (100,000 mi) for initial fill; subsequently
80,000 km (50,000 mi).
Fuel Filter Replacement: 80,000 km (50,000 mi) for inline filter.
Air Filter Replacement: 40,000 km (25,000 mi); more frequent under dusty
conditions.
Timing Chain: Silent chain design with hydraulic tensioner.
Valve Clearance Inspection: 160,000 km (100,000 mi).
Spark Plugs: FK20HBR11 (iridium/platinum); gap: 1.0-1.1 mm (0.039-0.043 in).
Spark Plug Replacement Interval: 120,000 km (75,000 mi) for iridium/platinum
type.
Idle Speed (closed throttle, transmission in neutral): 600-700 rpm.
Drive Belt Tension: Automatic tensioner; no manual adjustment required.
Cylinder Head Bolts (M11), Stage 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts (M11), Stage 2: 60 Nm (44 lb-ft) +90° +90°
Main Bearing Cap Bolts (M12), Stage 1: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts (M12), Stage 2: 60 Nm (44 lb-ft) + 90°
Connecting Rod Cap Bolts (M9): 25 Nm (18 lb-ft) +90° +90°
Flywheel / Flexplate Bolts (M12): 80 Nm (59 lb-ft) +90°
Camshaft Bearing Caps (M8): 20-22 Nm (15-16 lb-ft)
Camshaft Sprocket Bolts (VVT-iE actuators): 100-110 Nm (74-81 lb-ft)
Intake Manifold Bolts (M8): 20-22 Nm (15-16 lb-ft)
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M6-lower pan): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M8-upper pan to block): 20-22 Nm (15-16 lb-ft)
Water Pump Bolts (M8): 20-22 Nm (15-16 lb-ft)
Thermostat Housing Bolts (M8): 20-22 Nm (15-16 lb-ft)
Spark Plugs: 25-30 Nm (18-22 lb-ft)
Engine Mount Bracket to Block (M10): 50-60 Nm (37-44 lb-ft)
Crankshaft Pulley Bolt (M18): 350-400 Nm (258-295 lb-ft)
Alternator Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Knock Sensor Bolts (M8): 20-22 Nm (15-16 lb-ft)
High-Pressure Fuel Pump Mounting Bolts (M6): 8-10 Nm (6-7 lb-ft)
Lexus IS F: 2008-2014 model years; first-generation
application of the 2UR-GSE; 416 hp output with 11.8:1 compression ratio; sedan
body style.
Lexus RC F: 2015-present; coupe body style with 467-472 hp output depending on
model year; GS F engine calibration carried over with revisions for the RC
chassis.
Lexus GS F: 2016-2020; sedan body style with 467 hp output; production concluded
with the GS model line.
Lexus LC 500: 2018-present; grand tourer coupe and convertible with 471-472 hp
output; 12.3:1 compression ratio; incorporates additional chassis-mounted oil
cooling for track use.
Lexus IS 500 F-Sport Performance: 2022-present; fifth-generation IS sedan with
472 hp output; final application of the 2UR-GSE in the IS model line.
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