toyer14

Just curious it seems they keep geeting more power out of these 5.0 engines whats the difference,and why cant we upgrade to these #s.

2URGSE

First noticeable difference was when the RC-F came out. Compression ratio was raised from 11.7:1 to 12.3:1

Tuning might be a tad different as well.

Otherwise, I see the LC500 has dual intakes. The power output only grew by 4 bhp. (471 vs 467)

I'm sure they can squeeze 500 bhp out of this engine if they wanted......

4TehNguyen

iTrader: (1)

headers got better on the RCF over the ISF, another contributor to its power gain. Also the fuel cut off was raised. RCF gains 30 rwhp from an exhaust as well so thats even more power on the table

2URGSE

Oh yeah.....forgot they can rev higher.......good point.

flowrider

iTrader: (9)

Not really. Changed slightly, outlet 5mm larger.

Lou

Fsport2UR

If the comparison picture is proportioned correctly, the RCF piping looks bigger than the ISF. The RH is completely different design, they could of engineered a better flow rate that upped the HP.

The good news I would say, is that they are throwing the 2URGSE engine in to everything, and it seems the engineering for it is being backed up and progressing. Very similar to what happened with the 2JZGTE engine. The 2JZ found its way in to the Aristo and Soarer(which they sold more of than the Supra). As more engines were churned out, the prices on them dropped significantly and they became a dime-a-dozen motor. With easy access to cheap 2JZ engines, this allowed tuners to go ***** out and not fear blowing engines since they were now easily replaceable. I hope the same will happen with the 2URGSE in the near future.

flowrider

iTrader: (9)

^^^^Piping is the same size.

Lou

jdmSW20

iTrader: (12)

the motor is progressing everytime they put in it something new from the look of it. that will be cool if this motor lives on a tad longer like the 2j(like stated above). only thing that sucks is if so, we have the lowest version of it lol

Fsport2UR

True. The 2JZ may have been a fluke to some, but it was well regarded as being an over-engineered engine that was detuned to be reliable. Not a lot of engines out of the early 90s with stock internals that can handle 800hp on a daily basis.
But it is also obvious Toyota/Lexus is banking on and wanting to build a legacy with the 2UR engine. What company wouldn't want to continue an engine reputation similar to the 2JZ.

lobuxracer

iTrader: (2)

You wouldn't say that if you owned one. VVTi makes the EGR in the 2JZ disappear. The first thing owners disabled on the GTE engines was the EGR because it would kill the #6 plug under hard use. There were things you absolutely had to do if you wanted the 2JZ-GTE to live under stressful conditions that are completely unnecessary with the 2UR engines.

How did they manage this? They started with a high nickel content iron block originally designed for forklifts where high duty cycle is normal. The 2UR isn't anywhere near that strong and can't possibly be made that strong no matter what you want to do to it.

All they are doing with these iterative changes is narrowing the focus. They had to completely redesign the heads, shrink the crank journals, make skinnier rings with less drag, and bump compression to go from 416 hp to RCF/GSF power. There is lot more to it than meets the eye.

Granted the 2JZ-GTE was an anomaly even for Toyota, but it too was far from perfect.

Justin727

I agree. You see this a lot through Toyota and I'm sure other manufactures travel the same line.

Another Yota motor that comes to mind are the 1uz/2uz motors. Toyota has several motors they've done similar to as the list goes on.