Table of Contents
Why Turbocharging the Lexus IS300 Remains a Top Performance Upgrade
The 2JZ-GE engine found in the Lexus IS300 is legendary for its strength and tuning potential. While the factory naturally aspirated configuration delivers a smooth 215 horsepower, the real magic happens when you add forced induction. Turbocharging the 2JZ-GE can elevate power output to the 350–550+ horsepower range without sacrificing daily drivability—provided you select the right kit. The key is matching the turbo kit to your goals, budget, and mechanical skill level. This guide breaks down the most proven IS300 turbo kit options from Greddy, HKS, and V3 Turbochargers, comparing features, performance characteristics, and what you should expect during installation and tuning.
Benefits of a Turbocharged IS300 Beyond Raw Power
A well-designed turbo kit does more than add horsepower. The boost in volumetric efficiency transforms the IS300’s driving character, offering tangible improvements across the board.
- Substantial Horsepower Gains: Even a conservative 8–10 psi boost pushes output past 300 horsepower at the wheels, with top-tier kits capable of 500+ horsepower with proper supporting mods.
- Higher Torque at Lower RPMs: Modern turbocharger designs deliver a broad torque curve, improving acceleration from a stop and throttle response in daily traffic.
- Retained Efficiency with Proper Tuning: Unlike a larger displacement swap, a turbo kit can maintain or even improve highway fuel economy when driven gently—the turbo only spools under load.
- Enhanced Engine Longevity: Many quality kits include upgraded oil and coolant lines, plus intercoolers that lower intake temperatures, reducing knock risk and thermal stress on the 2JZ-GE block.
These benefits make turbocharging the most cost-effective path to serious performance, especially when compared to alternatives like supercharging or engine swaps that require extensive fabrication.
Detailed Comparison of Top IS300 Turbo Kit Brands
Greddy Turbo Kits: Proven Reliability and Complete Packages
Greddy (Trust-Greddy) has been a dominant force in the Japanese performance market for decades. Their IS300 turbo kits are engineered as true bolt-on solutions, minimizing fabrication and guesswork.
Key Strengths
- Comprehensive Kit Contents: Greddy’s TD06SH 20G kit includes a cast-iron exhaust manifold, TD06SH 20G turbocharger (with internal wastegate), downpipe, intercooler, piping, blow-off valve, oil and coolant lines, and all necessary gaskets and hardware. This leaves little room for missing parts.
- Factory-Fit Engineering: The cast manifold matches the 2JZ-GE head ports precisely and locates the turbo in the stock location, clearing the hood and chassis without modification.
- Excellent Customer Support: Greddy’s North American distributors provide technical support and readily available replacement parts.
Performance and Power Targets
The TD06SH 20G is a medium-frame turbo that spools quickly—full boost arrives around 3200–3500 rpm. It supports 350–420 horsepower on a stock internal engine with proper fuel and tuning. With cams, upgraded valve springs, and a thicker head gasket, the same kit can push 500+ horsepower.
Installation Notes
While Greddy calls the kit “bolt-on,” expect to spend a full weekend. You’ll need to drain the coolant, remove the factory exhaust manifold, and reroute the power steering lines slightly. The intercooler requires cutting the lower bumper support—a normal part of the install. An aftermarket fuel pump (Walbro 255 or equivalent) and 550cc or larger injectors are strongly recommended.
While Greddy calls the kit “bolt-on,” expect to spend a full weekend. You’ll need to drain the coolant, remove the factory exhaust manifold, and reroute the power steering lines slightly. The intercooler requires cutting the lower bumper support—a normal part of the install. An aftermarket fuel pump (Walbro 255 or equivalent) and 550cc or larger injectors are strongly recommended.
External link: Official Greddy IS300 TD06SH 20G Kit Page
HKS Turbo Kits: Precision Engineering for Street and Track
HKS is synonymous with high-end Japanese tuning. Their IS300 kits are designed for enthusiasts who want race-bred technology in a streetable package.
Key Strengths
- Advanced Turbocharger Technology: HKS uses their GT series turbochargers with ball-bearing center cartridges for lightning-fast spool and reduced oil demand. The GT2535 and GT3037 are popular choices for the IS300.
- Factory Wiring Integration: HKS includes plug-and-play harnesses for the wastegate actuator and boost controller, reducing wire splicing.
- Scalability: HKS offers multiple turbo sizes in the same kit format, allowing you to start with a smaller GT25 for quick spool and later swap to a GT30 for top-end power.
Performance and Power Targets
The HKS GT2535 kit is ideal for 350–400 wheel horsepower with excellent driveability. The GT3037 moves the powerband higher, peaking around 450–500 horsepower. Both are capable of 600+ horsepower with built internals.
Installation Notes
HKS kits require more precision during installation. The ball-bearing turbo is sensitive to oil contamination, so a clean oil feed line and proper restrictor are critical. HKS provides detailed torque specs and a step-by-step manual. Plan for a professional tune immediately after installation.
HKS kits require more precision during installation. The ball-bearing turbo is sensitive to oil contamination, so a clean oil feed line and proper restrictor are critical. HKS provides detailed torque specs and a step-by-step manual. Plan for a professional tune immediately after installation.
External link: HKS Official Application Guide for Lexus IS300
V3 Turbochargers: Budget-Friendly Entry with Solid Performance
V3 Turbochargers (formerly known as V3 Performance) offers a more accessible price point without cutting corners on essential components.
Key Strengths
- Affordable Pricing: V3 kits typically cost 30–40% less than Greddy or HKS equivalents, making turbocharging feasible for builders on a tighter budget.
- Ready-to-Install Packages: Kits include a cast manifold, T3/T4 or T4 turbo (comparable to a Garrett GT3076R), intercooler, piping, and wastegate. V3 also provides a tuning base map via a standalone ECU or ECUTek license.
- OEM+ Fitment: The V3 manifold is designed to clear the ABS module and steering shaft without extensive massaging.
Performance and Power Targets
The standard V3 kit with a 57-trim compressor supports 400–450 wheel horsepower on pump gas. With a larger AR turbine housing and E85 fueling, 550+ is achievable.
Installation Notes
V3’s instructions are less detailed than Greddy’s, so mechanical experience is helpful. The supplied intercooler piping may require minor trimming for perfect fitment. V3 customer service is responsive via email and forums.
V3’s instructions are less detailed than Greddy’s, so mechanical experience is helpful. The supplied intercooler piping may require minor trimming for perfect fitment. V3 customer service is responsive via email and forums.
External link: V3 Turbochargers IS300 Turbo Kit Page
Head-to-Head Comparison Table
| Feature | Greddy TD06SH 20G | HKS GT2535/GT3037 | V3 Turbo Kit |
|---|---|---|---|
| Price Range | $2,800–$3,200 | $3,400–$4,000 | $1,800–$2,300 |
| Horsepower (Wheel, 93 Octane) | 350–420 | 350–500 | 400–450 |
| Turbo Technology | Journal bearing / Internal WG | Ball bearing / External WG | Journal bearing / External WG |
| Included Fuel Hardware? | No | No | Base map included |
| Installation Difficulty | Moderate – well documented | Moderate – precise steps | Moderate – less documentation |
| Best For | Reliable street/strip | High-performance daily + track | Budget performance builds |
Essential Supporting Mods for a Successful Build
No turbo kit is complete without proper supporting modifications. Neglecting these can lead to detonation, engine failure, or poor drivability.
Fuel System Upgrades
- Fuel Pump: A Walbro 255 lph or equivalent drop-in pump is mandatory for any turbo IS300. For 500+ horsepower, upgrade to a 340 lph pump or dual-pump setup.
- Fuel Injectors: 550cc to 1000cc low-impedance injectors (depending on power goals) with a resistor pack if using stock ECU. Aftermarket ECUs simplify high-impedance injectors.
- Fuel Pressure Regulator: An adjustable FPR allows fine-tuning base pressure, especially on return-style fuel systems.
Engine Management and Tuning
- ECU Options: The stock ECU can be flashed with ECUTek for moderate turbo builds (up to 400 whp). For higher power, a standalone like AEM Infinity, Haltech Elite 1500, or Link G4+ is recommended.
- Boost Controller: A quality electronic boost controller (e.g., HKS EVC, GReddy Profec) gives precise boost regulation and in-cabin adjustability.
- Professional Tuning: Always have the car tuned on a dynamometer by an experienced 2JZ tuner. A safe air-fuel ratio under boost is critical for longevity.
Cooling and Drivetrain
- Intercooler: The included intercooler in most kits is sufficient for 400–450 whp. Above that, upgrade to a larger core (3-inch or 4-inch thick) with shorter charge pipes.
- Oil Cooler: A thermostatic plate-style oil cooler (Setrab or Mocal) keeps oil temperatures within 200–230°F during extended pulls.
- Clutch: The factory clutch will slip around 320 whp. Choose an ACT, SPEC, or Comp clutch rated for your target torque. Single mass flywheels improve throttle response.
- Differential: A limited-slip differential (Torsen or carbon clutch pack) prevents one-wheel peel and improves traction under boost.
Installation Best Practices and Common Pitfalls
Many first-time turbo installers make mistakes that can be avoided with planning.
- Pre-fit Everything: Dry-fit the turbo manifold, downpipe, and intercooler piping before tightening any fasteners. This identifies clearance issues early.
- Use Thread Lock and Anti-Seize: Exhaust bolts must be secured with high-temperature thread locker. Use anti-seize on manifold studs and O2 sensor threads.
- Replace All Gaskets: Never reuse exhaust manifold gaskets. Copper or multi-layer steel gaskets handle turbo temperatures better.
- Check Oil Drain: A blocked or kinked oil drain line causes turbo seal failure. Ensure the drain is gravity-fed and larger than the feed (typically -10 or -12 AN drain, -4 AN feed).
- Double-Check BOV and Wastegate Plumbing: Vacuum lines must be secured with zip ties and boost-rated silicone hose. A loose line can cause limp mode or overboost.
- Break-in Procedure: After installation, prime the turbo with oil (crank engine with fuel pump fuse removed). Run the engine at idle, check for leaks, then perform gentle boost cycles before wide-open-throttle pulls.
Maintenance and Longevity Tips
A turbocharged IS300 requires more attention than stock, but it will last many years with proper care.
- Oil Changes: Use full synthetic 5W-30 (or 10W-40 for higher mileage) and change every 3,000 miles if regularly driven under boost. Turbochargers heat oil rapidly; fresh oil prevents coking.
- Cool-Down Period: After a hard drive, let the engine idle for 1–2 minutes before shutdown to circulate oil through the turbo bearings. A turbo timer automates this but is not strictly necessary.
- Regular Boost Leak Tests: Every 10,000 miles, pressurize the intake system to check for leaks. Common leak points are couplers, BOV flange, and throttle body gasket.
- Spark Plug Heat Range: Colder spark plugs (e.g., NGK BKR7EIX or Denso IK22) reduce pre-ignition risk. Gap them to 0.028–0.030 inches.
Frequently Asked Questions
Can I install a turbo kit myself with basic tools?
Yes, if you have mechanical experience and access to a floor jack, jack stands, socket set, and torque wrench. Most bolt-on kits take 15–25 hours for an experienced enthusiast. If you’re unfamiliar with turbocharger plumbing, budget for a professional install.
Do I need to build the engine first?
For 350–400 wheel horsepower, the stock 2JZ-GE bottom end is reliable with proper tuning and fuel. Above 450 whp, upgrade the head gasket to a multi-layer steel unit (e.g., Cometic), install ARP head studs, and consider forged pistons/rods.
What about emissions compliance?
Most turbo kits are not CARB-approved for the IS300. In states with strict smog testing, you must retain catalytic converters and pass visual inspection. Running a standalone ECU may fail OBD-II readiness tests. Check local regulations before purchasing.
Which is better for daily driving—Greddy, HKS, or V3?
For a pure daily driver targeting 350–400 hp, Greddy offers the most complete kit with the least hassle. HKS ball-bearing turbos spool faster but cost more. V3 is best if you are willing to source a few extra parts and do minor fabrication. All three can serve as reliable daily drivers when tuned conservatively.
Conclusion
Choosing the best IS300 turbo kit depends on your specific goals, budget, and willingness to install supporting mods. The original article’s brief overview of Greddy, HKS, and V3 turbochargers provides a starting point, but real-world performance hinges on fuel system upgrades, proper tuning, and careful installation. Greddy delivers a turnkey bolt-on solution with broad support. HKS offers high-end ball-bearing turbos for enthusiasts who want maximum spool and scalability. V3 opens the door to affordable turbocharging without sacrificing fundamental quality. Whichever path you take, the 2JZ-GE engine in your IS300 will reward you with exhilarating performance that rivals much newer sports cars—and with the right kit, you’ll have the smile for years to come.
External references: Club Lexus IS300 Turbo Build Threads | SupraForums 2JZ-GE Turbo Kit Discussion