2UZ-FE: Everything You Want to Know | Specs and More

The 2UZFE is the second in the Toyota UZ family. Its based off of the 1UZFE but was used in trucks and SUVs instead of luxury cars. The biggest change with the 2UZFE is that the displacement was increased to 4.7L, which greatly increased the torque.

The 2UZFE doesn’t have quite the cult following that the 1UZ does, but does it have the same tuning potential?

2UZFE: Engine Basics

Unlike the 1UZFE, the 2UZFE received an iron cylinder block. This was done to slightly increase reliability. Since the 2UZFE was designed for pickups and SUVs weight wasn’t really a concern either.

Other than that, the engine design is pretty similar to the 1UZ. Its a 90* V8, with aluminum heads. There are 32 valves (4 per cylinder), and the lifters are not hydraulic, so it needs periodic valve adjustments.

RELATED: Toyota 1UZ-FE: Everything You Need to Know


Later versions of the 2UZFE received Toyota’s VVT-i system. This helped increase horsepower, torque, and fuel economy.

  • Production: 1998 – 2011
  • Cylinder Block Material: Cast-Iron
  • Cylinder Head Material: Aluminum
  • Valve Train: DOHC, 4 valves per cylinder
  • Stroke: 84mm
  • Bore: 94mm
  • Compression Ratio: 9.6:1
  • Displacement: 4664cc

2UZFE: Vehicles

The 2UZFE came in a variety of different Toyota products. Like I mentioned before, it was designed for Toyota pickups and SUVs.

The 2UZ was equipped in the Lexus GX470 and the LX470. It was also equipped in the Toyota 4Runner, Land Cruiser, Sequoia, and Tundra.

RELATED: Toyota 3UZ-FE: Everything You Need to Know


  • Lexus GX470
  • Lexus LX470
  • Toyota 4Runner
  • Toyota Land Cruiser
  • Toyota Sequoia
  • Toyota Tundra

2UZFE: Performance Data

Just like the 1UZFE, the 2UZFE had minor modifications done to it over the years to increase its horsepower, torque, and fuel efficiency. The biggest change would be the addition of Toyota’s VVT-i system.

  • 230 horsepower @ 4,800 rpm
  • 302 lb-ft @ 3,600 rpm

Minor revisions were added

  • 232 horsepower @ 4,800 rpm
  • 311 lb-ft @ 3,600 rpm

Toyota’s VVT-i system was added

  • 271 horsepower @ 4,800 rpm
  • 315 lb-ft @ 3,400 rpm

Once again, minor revisions were added

  • 282 horsepower @ 4,800 rpm
  • 324 lb-ft @ 3,400 rpm

As you can tell from these numbers, the 2UZFE ended up with 52 more horsepower, and 22 lb-ft more than it started with. The largest jump occurred when Toyota added VVT-i, which added an impressive 49 horsepower.

2UZFE: Tuning Potential

If you’re a car guy or gal, then this is the part you’ve probably been waiting for. What can this engine really do? How good is it when you start throwing aftermarket parts on it? Well, since its based off of the 1UZ, most top end parts for the 1UZ will bolt right onto it.

Just like the 1UZ, the Terminator Cobra supercharger, or Eaton M90 is a common addition the 2UZFE. With the addition of fuel injectors and an exhaust, the 2UZFE can make 380+ horsepower @ 6psi.

Building the bottom end with lower compression ratio pistons, the 2UZFE can make 440+ horsepower @ 10psi.


A common, and interesting build is using the 2UZFE bottom end, and block, with all 1UZFE components.

This allows you to turn your LS400 into an LS470. It’s not a super common build, for the simple fact that you could build your engine with a supercharger or turbo for the same amount and make more horsepower.

RELATED: Nissan VH45DE: Everything You Need to Know

Just like the 1UZ, and other great Toyota engines (1jz, 2jz, etc.), the 2UZ has a ridiculously strong block. The 1UZ is praised for its ability to hold up to 1,000 horsepower on a stock block.

What if I told you that the 2UZ can hold up to even more than that? After all, the 2UZ is made out of stronger cast-iron. The 1UZ is good for around 1,000 horsepower on a stock block, whilst the 2UZ is good for 1,400+ horsepower on a stock block.


In case you missed it, we wrote an article similar to this one covering the 1UZFE. So, how is the 2UZFE any different than the 1UZFE, and which one is better?

To start off, the biggest and most obvious difference is the added displacement. The 1UZ is a 4.0L whilst the 2UZ is a 4.7L. This was done to add low-end torque, which SUVs need. The 1UZ is all aluminum whilst the 2UZ is has a cast-iron block.


RELATED: 4 Reasons You Need a Lexus SC300/SC400

The 1UZ was designed for luxury sports cars and sedans, so while it is fairly torquey, it makes its best power high in the rev range.

The 2UZ was designed for pickups and SUVs, so it produced much more torque down low. Things like a new intake manifold help the 2UZ achieve this.

There are other minor differences, but here are the main ones: displacement, cylinder block material, and intake manifold.


How does the 2UZFE stack up against the later 3UZFE? The 3UZFE is based on the 1UZ and shares many of its components with it.

The 2UZFE has .4 liters of larger displacement but weighs considerably more thanks to its iron block. The 3UZ’s weakness is its thin cylinder sleeves.

When it comes down it, the 2UZFE is the superior engine. Although it weighs way more, it can withstand more horsepower than the 3UZ. If you must have a UZ engine, just go with the 1UZ. It’s the best overall engine.

2UZFE: Summary

Overall the 2UZ is actually a lot like the 1UZFE. They are designed for different applications, but their parts are mostly interchangeable.

The 2UZ is a super torquey, and super strong engine. It’s relatively small compared to its competitor’s engines, but it makes as much torque, or more, at a lower RPM than its competitors. Let me know what you think of the 2UZFE in the comments below!

34 thoughts on “2UZ-FE: Everything You Want to Know | Specs and More”

  1. Are all 2uz- fe blocks the same …? Bassically wondering if i cld put vvti top end…..heads and intake ……
    From a 2005 2uz- fe and put them on a 2002 2uz- fe block wich came non vvt

    • You wouldn’t even have to do a full head swap. All of the infrastructure is already in place for the vvti components. Realistically you would only need the vvti cams/actuators, intake manifold, solenoids and wiring, and ecm. Possibly the front cam bearing caps. It looks like they knew this engine would get vvti from the get go and designed as such.

    • Just like the earlier versions of 1uz are non interference, same with 2uz early version are non interference. Earlier version of 2uz are non interference until Toyota made them vvti.

  2. They also seem to be forgetting that the 2UZ Connecting rods are garbage. Throw them in the trash. Those are the single biggest reason that the TRD Supercharger kit specifically made for these only ran 6 psi. Too much more than that and they have a bad tendency to come apart. The upside is that you can use the early production 1UZ rods as a drop-in upgrade. The only thing that you’ll have to do is get the rotating assembly rebalanced.

    Long story short, no, a stock block 2UZ will NEVER handle 1400hp. Unless by “stock block” you mean a non-filled block. And even that isn’t true since the 2UZ only has 2-Bolt mains in them instead of the 6-Bolt mains that the 1UZ. The iron block will help it to hold quite a bit, but the claim of 1400hp seems a bit out of place as I’ve personally seen other iron blocks of that era with 2-Bolt mains (early Mitsubishi 6G72 blocks were 2-Bolt) pull the studs right out of the block when pushed hard (~800AWHP).

    None of this is to take away from the fact that the 2UZ really is a great motor. It’s heads actually seem to flow better than the legendary 1UZ is stock form (talking in terms of port flow), and the extra 0.7L of displacement is a godsend in a truck/SUV application.

    I just find myself wishing the author of this article would have done their homework a bit better before posting something like this. Don’t want someone to ruin their engine due to false information.

    • Well stated. I am excited to see the popularity of these engines growing, though. I’m supercharging a 1uz at the moment and excited to turn some heads with it.

  3. @ Travis. Correct. 1/3UZ = 6-bolt mains/aluminium block/iron sleeves. 2UZ 2-bolt mains/Iron block.

    All UZ-series engines are as follows: non-VVTI are non-interference. ALL VVTI engines are interence-style. So, breaking a timing belt on on a VVTI engine is more problematice than breaking one of an earlier, non-VVTI engine.

    The iron-block UZs were actually developed for vehicles with high expected torsion loads (4WDs), so that the engine mounts wouldn’t tear out of the (alloy) block.

    In an ideal world, a built, 4/6-bolt mains converted 2UZ with upgraded pistons/rods & supercharger would be a very reasonable 4WD power plant.

    In the road-going world, a twin-turboed 1UZ is in something of a different league…

    • Are you sure that non-VVTI 2UZ-FE engines are non-interference. Please tell me where you’re getting your information from. My dad has a 2004 Lexus GX-470. He’s been driving with a cracked original timing belt. It’s been cracked for probably the last 30-40,000 miles. Just tiny cracks all along the outside of the belt. It has around 180,000 miles total. So it is a relief if it is actually a non-interference engine.

  4. Can my 4.7L 2uz v8 take a turbo on factory stock engine? If yes how many psi so I don’t damage my engine?

    • Read above, they said 6psi because the rods can’t handle any more. You can use the 1uz rods because they are interchangeable and much stronger.

  5. Trucks/UZ engines built in Japan like in 4Runners,Land Cruiser & Lexus trucks didn’t suffer from the TRD Supercharger rod failure and is why TRD didn’t even realize there were issues upon release as all TRD testing was done in Japan on their Japanese built engines not on US built engines.
    So fwiw the USA Tundra/Sequoia built engines had the rod failures.
    The real truth is TRD only stopped making the supercharger because it was too much work for dealers to simply install it on any VVT engine and VVT was the design for all future Toyota’s.
    Believe me 4Runners didn’t have the rod issues or it would have been all over their websites for toyota 4runners and Land Cruisers it is not, instead it is stated on there as being a Tundra engine problem because it was.

  6. Many engines have books on improving their performance, is there one for the 4.7l 2 uz?
    Then as the 289 ford, heads from I think the 69-71 351W could be mounted with modification to the water lines for better breathing ability. It was mentioned the 1uz, connecting rods are stronger and can be interchanged for strength. What else?
    Not that I’ll ever get to do such, but it’s be interesting to know.
    Otherwise if parts had to be replaced, why not simply get the better part?
    How about a Paxton blower? Maybe not the most popular, but used in the Shelby Mustang and other engines.
    It’s like this, unloaded it can move, but loaded with heavy weight, it could use more umph to get around.
    What about improved handling for the suspension of the Tundra? Where handling greatly improved safety.

  7. I am searching for 2UZFE parts (20039 Tundra) and catalogs mention for instance in case of oil pump or valve springs two options : for “L” type and “J” type.
    Can anyone explain which is the difference?

  8. Would camshafts from a 1uz cross fit to the 2uz? So, if I buy 1uz cams online, will that slap right into my 2uz?

  9. My 03′ Tundra has the 2UZ 4.7, and theoretically if I wanted to twin turbo the truck with water methanol injection to push 600+ hp, I would need newly forged pistons, rods, and bolts for the engine to handle the boost. As well as a new transmission?

  10. I hydrolocked my 05 4runner 2uzfe/vvti, and pulled the motor to rebuild it. Any thoughts on an optimum build for a naturally aspirated engine built to balance power and longevity? Definitely stronger rods. But what about heads and cams? Porting? Not finding a ton of information, I guess because these motors don’t usually break. But the junkyard replacement engines now have too many miles on them to justify a swap over a rebuild, at least since I plan to keep it. Would love any thoughts.

  11. Can any one tell me in decent words how much torque ang horsepower does a 2006 landcruiser produce. which has a 2UZ-FE engine

  12. I was going to get a chevrolet truck with the 5.3 but after test driving the 07 tundra with the 4.7 I changed my mind, I love it.

  13. Hello
    I’m Jacques from France and i drive a 2002 UZJ100 baught in Switzerland, with 278000 kms. In France the gazoline is very expensive, what do you think to use Bioethanol (E85) which is very low price (0,6euros/liter) ?


    • Do not use E85 without an appropriate converter, which are not very expensive. These engines love methanol when boosted.

  14. Assistance please:
    I have a 2006 Tundra 4.7 185,000 km with a loud deep knock in the low front portion of the motor. I suspect its the crank, ideas?, had the belt done 15,000kms ago.
    Can a 4.0 work as a replacement. What Toyota models/years have compatible engines. Will all function if I use a 1UZ as a replacement or is it worth investigating the knock, If its the front main, would the damage be thru the motor.


  15. I have a 2010 60th anniversary 4.7 litre V8 petrol Land Cruiser. Is this engine an interference engine, or a non-interference engine. The speedo reads 195,500 or so Kilometres. I bought it with 165,000 or so Ks. The timing belt should have have been replaced at 150,000 Ks, but I have no means of knowing if it was.

  16. Hello, I’m wanting to swap in a 2003/2004 2UZFE from a GX470 into a 2002 Tundra, seems like a simple R/R but several references seem to imply its not? Hoping on yes it will, as used GX470 engines are often half or so of the North America 4.7’s of the same era.
    Thanks in advance.

  17. Kieth, I’m pretty sure an interference engine, if the timing belt fails then the valves will impact the cylinders. On a non-interference engine, this wouldn’t happen. Don’t take that as fact.

  18. hola alguien tiene la diferencia entre un 4.7 de la land cruiser con el de la tundra que es 4×2 me dicen que solo cambia la base del carter es eso cierto?

  19. I have 2UZ-FE and thinking of throwing it it in Defender 110. Do you think this will work without changing the Lady’s gearbox and diff?


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