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Evolution of the Toyota / Lexus Petrol V8
Today, I go over the evolution of six Toyota / Lexus V8s over two generations in terms of construction, performance, reliability, and applications. In the end, I rank them into three tiers.
Toyota has made some of the most reliable and long-lasting V8 engines that were competitive in performance of their times. Today, I go over the evolution of six Toyota / Lexus V8s over two generations in terms of construction, performance, reliability, and applications. In the end, I rank them into three tiers.
All six are naturally aspirated with powder forged conrods, DOHC aluminum heads, and stainless-steel exhaust manifolds. Toyota also made an OHV V8 over decades to power its flagship sedans, though information on these is scarce.
1UZ-FE
- 1989-2002
- 4.0L, 87.5x82.5mm
- DOHC, NA, VVT-i intake after 1997
- Aluminum block, cast iron sleeves, closed deck, forged crank
- Lexus 400, Toyota cars
The 1UZ was the first modern Toyota V8. As the first variant of the UZ engine family, the 1UZ set a few design choices found in future variants: It uses a timing belt with the water pump as the idler pulley in the valley, has a closed deck block, and is port-injected only. Unlike in conventional V8s, the forged crankshaft in the UZ engine family has eight counterweights with 180-degree offsets for better balance. Together with six-bolt main bearing caps, such design is usually found in racing engines.
Early in its production cycle, the 1UZ had a non-interference design, while the update in 1995 increased compression ratio and made it an interference engine. The internals were also made thinner and lighter for better performance at stock level. Post 1997, the 1UZ added VVT-i variable valve timing for the intake cams, and an electronic throttle body replaced the original mechanical one.
Designed to power luxury vehicles, the 1UZ is noted for its exceptional build quality, reliability, and smoothness. Enthusiasts are known to add forced induction to the stock engine with great results. For this purpose, the early production non-interference version with lower compression ratio is preferred.
2UZ-FE
- 1998-2012
- 4.7L, 94x84mm
- DOHC, NA, VVT-i in some variants
- Cast iron block, closed deck
- Lexus 470, Toyota trucks
The 2UZ was a larger-displacement variant of the 1UZ exclusive to light trucks. Its main differences from the 1UZ are the cast iron block and cast steel crankshaft. The latter still has eight counterweights. The 2UZ is known to be one of the most durable engines in a passenger car. While it has weak performance in stock form, it makes for a good platform for forced induction.
3UZ-FE
- 2000-2013
- 4.3L, 91x82.5mm
- DOHC, NA, VVT-i intake
- Aluminum block, cast iron sleeves, closed deck, forged crank
- Lexus 430, Toyota cars
The 3UZ was an evolution of the 1UZ that met stricter emissions standards. Notably, its electronics were more complex and its internals lighter. Combine that with thinner walls between adjacent cylinders, the 3UZ is slightly less desirable for engine builders. In stock form, however, it remains an outstanding powerplant and is arguably even more reliable than the original 1UZ.
1UR-FSE / 1UR-FE
- 2006-2019
- 4.6L, 94x83mm
- DOHC, NA, Dual VVT (VVT-iE FSE intake), D-4S DI (FSE)
- Aluminum block, cast iron sleeves, open deck, forged crank, magnesium valve cover
- Lexus 460, Toyota cars & trucks
The 1UR was the first variant of Toyota’s most recent generation of V8 engines, which feature dual variable valve timing, two timing chains, and magnesium valve covers. With the UR engine family, Toyota moved away from eight counterweight crankshafts to a conventional six counterweight design, still forged; an open deck crankcase is also used to save cost.
The 1UR-FSE features VVT-iE for the intake cams, which uses electric actuators, something that BMW is only able to incorporate with the S68 using 48-volt system. It also uses D-4S direct and port injection, while the 1UR-FE is port injection-only.
The 1UR-FSE was as powerful as the Mercedes M273E55 of its time while worlds above in reliability. The 1UR-FE is less interesting, being considerably less powerful but not more reliable.
2UR-GSE / 2UR-FSE
- 2007-
- 5.0L, 94x89.5mm
- DOHC, NA, Dual VVT (VVT-iE intake), D-4S DI
- Aluminum block, cast iron sleeves, open deck, forged crank, magnesium valve cover
- Lexus F, 500, 600h, Toyota
The 2UR was the slightly larger variant of the 1UR. In FSE form, it is mostly identical in construction, though the 2UR-FSE has only been fitted into Toyota’s eCVT hybrid drivetrain. The vastly superior version is the 2UR-GSE, the only Toyota V8 to come with the coveted “G” designation for high performance. It features high-flow cylinder heads designed by Yamaha with high-lift cams. In the RC F, the 2UR-GSE is also able to run in Atkinson cycle to save fuel.
The 2UR-GSE has proven to be exceptionally robust while delivering thrilling naturally aspirated performance, beating the Ferrari-Maserati F136 and inching closer to the Mercedes M156. The GS F, LC 500, and IS 500 F-Sport are future classics thanks to it. The 2UR-FSE, though, is less interesting due to the boring cars in which it was fitted.
3UR-FE
- 2007-2021
- 5.7L, 94x102mm
- DOHC, NA, Dual VVT-i
- Aluminum block, cast iron sleeves, open deck, forged crank, magnesium valve cover
- Lexus 570, Toyota trucks
Last but not least, the largest displacement variant of the UR family is the 3UR, designed specifically to power light trucks. It lacks D-4S direct injection and VVT-iE, using simpler port injection and traditional dual VVT-i with oil pressure control.
The 3UR was competitive at its debut. As the Germans went with turbocharging, however, it became increasingly lackluster in comparison. However, it is quite easy to add forced induction to the 3UR without compromising its reliability. The result can easily match the latest from AMG and BMW M.
Tier List
Tier 1: 1UZ, 2UR-GSE
Tier 2: 3UZ, 1UR-FSE, 3UR
Tier 3: 2UZ, 1UR-FE, 2UR-FSE
Tier 2: 3UZ, 1UR-FSE, 3UR
Tier 3: 2UZ, 1UR-FE, 2UR-FSE
