It nearly didn’t make it to production, but after driving the rare JDM V-12 Century, we’re grateful it did.
Remember when Toyota built a V-12? It wasn’t that long ago. Production of the 1GZ-FE engine ended in 2017, after 20 years of continuous use, marking the close of the second-generation Toyota Century. The 1GZ was developed in the 1990s—the same era when Toyota launched its first mass-produced hybrid, paving the way for the company’s future.
In essence, Toyota held onto this powerful V-12 engine long after enthusiast models like the MR2 and Mark IV Supra had disappeared, replaced by the Prius and a focus on fuel efficiency. By all accounts, this V-12 should have been an outlier in Toyota’s shift toward eco-friendly production.
But before diving deeper, let’s cover the basics.
The 1GZ-FE is a 5.0-liter naturally aspirated V-12. As of 2024, it remains the only 12-cylinder engine ever produced by a major Japanese automaker. Designed exclusively for the elegant Toyota Century sedan, the 1GZ was rated at 276 horsepower, adhering to the “gentlemen’s agreement” that limited horsepower among Japanese automakers at the time. This rating increased to 295 horsepower for a few Centuries exported abroad. Interestingly, those exports had a slightly lower peak torque of 340 lb-ft compared to 355 lb-ft for the Japanese versions, though all V-12s were standardized to 355 lb-ft after 2010.
To capture the 1GZ’s story, Motor1 collaborated with famed cutaway artist Jim Hatch, who created an exquisite, hand-drawn rendering of this unique engine. Despite its 20-year production run, this remarkable V-12 has rarely been illustrated in such detail. This oversight amazes us, as the 1GZ-FE is a true engineering marvel. Hatch’s exceptional skill and attention to detail reveal what makes this 12-cylinder truly stand out.
Cylinder Bore and Combustion Chamber
The raw power numbers tell only part of the story; what truly matters is how the 1GZ’s torque is spread across the powerband. Toyota benchmarked V-12 engines from BMW, Ferrari, Jaguar, and Mercedes-Benz, which focused on high-RPM power for performance. In contrast, the 1GZ features a relatively long stroke, nearly equal to its 81-millimeter bore, making it a low-revving V-12 despite its substantial 48-valve dual overhead cam heads. Peak torque comes in at 4,000 RPM, but much of the power is available just above idle—a characteristic Toyota intentionally designed, according to documents submitted to Japan’s Society of Automotive Engineers.
Fuel efficiency also played a role in the 1GZ’s design, typical of 1990s-era Toyota. The engine employs slant-squish combustion chambers with narrow edges that channel gases as the piston compresses the air-fuel mixture. A hemispherical arc in the head adds the slant, creating turbulence for a better mixture and directing it toward the spark plug. This design is ideal for four-valve heads, providing a faster, cleaner, and more efficient burn, enhancing both power and fuel economy.
Individual Intakes and Throttle Bodies
Built for the refined Century, this engine was designed to run with exceptional smoothness. To achieve this, Toyota equipped it with dual ECUs managing separate throttle bodies and intake manifolds for each cylinder bank. Engineers opted for a drive-by-wire system over traditional throttle cables, allowing the ECUs to precisely control throttle, ignition, timing, and other parameters independently for each bank. This setup not only delivered smoother idling and power delivery but also improved fuel efficiency.
Given the V-12’s main role of transporting VIPs reliably, it was designed to keep running even if one cylinder bank failed. Each bank operated independently, with its own fuel pump, enabling the engine to function as a six-cylinder in an emergency.
Destined for duty in the stately Century, this engine had to run smooth—exceedingly smooth. That was the driving force behind dual ECUs controlling individual throttle bodies and intake manifolds for each cylinder bank. Engineers ditched throttle cables in favor of a drive-by-wire design, leaving the ECU to open or close the taps while micromanaging ignition, timing, and a host of other functions for each bank. In addition to providing smoother idling and power application, this also aided in fuel efficiency.
Owing to the V-12’s primary mission of shuttling VIPs safely in the Century, the engine could run on one cylinder bank if something happened to the other. The systems were truly independent entities in that regard, fed by individual fuel pumps that could keep the V-12 running as a six-cylinder if absolutely necessary.
VVT-i Cams
Toyota’s variable valve timing system had launched a few years before the 1GZ’s debut, but no other Toyota engine had 48 valves to manage. In this engine, it was added to help further control vibrations, particularly at idle, smoothing out even the faintest irregularities. The system also improved fuel efficiency, especially at higher RPMs.
Aluminum Construction
Aluminum was used wherever possible to save weight, but the structure also contributes to the strength and low vibration characteristics of the 60-degree engine block. The result is a remarkably strong 5.0-liter V-12 that was considerably smoother and more powerful than the 4.0-liter V-8 it replaced.
It was also 13 percent more efficient on average compared to the previous Century’s V-8, but that’s not the impressive bit. At higher RPM, the 1GZ-FE was 30 percent better on gas while making way more horsepower. For the record, it also outclassed American V-8 sedans when it launched in 1997, both in power and efficiency. As for other V-12s, nothing else could match the 1GZ for low and mid-range torque.
And yes, it almost didn’t happen. In a 2003 interview, veteran Toyota engineer Yoshiro Kanehara said the V-12 prototype was developed for the second-gen Century without the approval of Shoichiro Toyoda, Toyota’s president at the time. Toyoda was “furious” over the idea of spending money on a niche engine for a low-production luxury vehicle, Kanehara said, and turned it down. A tweaked version of the Lexus V-8 was considered for the Century, but Kanehara believed the V-12 would not only be the best engine for the job, it would also show the world what Toyota was capable of. Toyoda relented to a follow-up proposal for the V-12.
Driving The 1GZ-FE
Kanehara thought the engine was exceptional, and its stats are impressive. But does Japan’s only V-12 live up to the hype?
I visited Myron Vernis, owner of a V-12 Toyota Century and co-author of A Quiet Greatness – Japan’s Most Astonishing Automobiles for the Collector and Enthusiast. His mind-blowing, eclectic collection includes a Mazda Cosmo, a Porsche 914 truck (yes, a truck), and dozens of other rare and unique vehicles. This particular Century once chauffeured Japan’s Minister of Finance, and with around 155,000 kilometers on the digital odometer, it remains in remarkable, original condition.
Vernis started up the V-12. From the front of the car, it’s as if the starter didn’t engage at all—you only hear a brief, smooth electric hum before the V-12 quietly springs to life. There’s no initial roar from the exhaust or cooling fans, and the engine stays completely still. Once it’s running, the 1GZ settles into an almost imperceptible idle.
Sitting in the driver’s seat, it’s genuinely hard to tell if the engine is on. The only clue is a faint, low-pitched hum like white noise. The digital instrument cluster has no tachometer, and there’s zero vibration through the floor, seat, or steering wheel. Even with a light press of the throttle, there’s only a slight increase in sound, but nothing else—no engine vibration whatsoever in the steering wheel.
With Vernis watching from the garage, I eased onto the street as if Japan’s finance minister were seated sternly in the back. Having just driven six hours in a new Miata to get here, adjusting to the Century’s size—and the right-hand drive setup—required a mental shift. The absence of driver feedback added to the challenge, but then, this isn’t a driver-focused car. The Century’s body movements are subtle and well-dampened, the steering light and numb, and there’s barely any engine noise to gauge speed by.
It’s a bit reminiscent of an ’80s Cadillac, but without that floaty, pendulum-like feel. In short, it’s the ideal vehicle for smoothly chauffeuring VIPs around town.
The V-12 certainly lives up to its reputation as an exceptionally smooth engine. As I make a sharp left turn and lightly press the drive-by-wire accelerator, the hefty Century glides forward effortlessly. I ease off a few seconds later, estimating I’m going about 30 mph, only to see 65 on the digital speedometer. Ah, kilometers, I remind myself—though that’s still around 10 mph faster than I thought. The Century may not be quick, but it’s so well-insulated from noise and vibration that gauging speed is tricky.
The V-12’s low-end torque is no joke, either. Turning right onto a quiet, straight street, I press the accelerator harder from about 20 mph. Expecting a bit more engine noise, I’m instead met with a brief squeal from the rear Toyos. My apologies, Mister Finance Minister.
Back at the Vernis garage, I lift the hood of the Toyota to take some photos of the engine. Instead, I’m met with a plastic wall blocking the view. Toyota spared no expense in designing the 1GZ-FE, investing heavily in noise and vibration reduction. The engine bay is covered with plastic panels that conceal almost every visual aspect of the motor, offering only a glimpse of the intake tubes. The rest of the 1GZ is deeply tucked away, focused entirely on refinement, not appearance.
That’s the irony of the entire V-12 story. Toyota’s executives didn’t initially want the 1GZ-FE, but only the Japanese could craft an engine like this. By channeling their engineering expertise into perfecting every detail of its smoothness, Toyota may have created the smoothest-running engine ever. Unlike other iconic Japanese engines like the 2JZ, SR20, and RB, the 1GZ sets itself apart with its emphasis on refinement.
Even when compared to V-12s from Ferrari, Mercedes, or McLaren, the 1GZ stands out as the quietest, most dignified performer. It’s not a loud powerhouse or a thrilling screamer, but rather a serene and capable porter, silently whisking its passengers with grace and respect. The 1GZ is extraordinary. Really extraordinary. And it certainly deserves to be recognized as one of the greatest Japanese engines ever built.
