Toyota 1GZ-FE Specifications
| Engine Model: Toyota 1GZ-FE |
| Engine Type: 4-cycle 12-cylinder 48-valve DOHC VVT-i liquid-cooling gasoline |
| Total Displacement: 304.9 cu.in (4.99 L) |
| Rated Engine Power: 280 Hp (206 kW) at 5800 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Toyota 1GZ-FE is a 5.0-liter, 60-degree V12
gasoline engine that represents the pinnacle of Toyota’s naturally
aspirated internal-combustion engineering. Introduced in 1997
exclusively for the Toyota Century (G50 and later G51 models), this
engine was conceived not as a performance powerhouse but as an
embodiment of refinement, smoothness, and quiet authority for Japan’s
premier luxury limousine. It remains Toyota’s only V12 production engine
and one of the most technically advanced naturally aspirated engines
ever built by a Japanese manufacturer.
Each cylinder bank is essentially derived from Toyota’s proven 1JZ-GE
straight-six design, sharing bore, stroke, and valvetrain architecture.
The engine was engineered to deliver effortless torque, exceptional
balance, and minimal vibration—essential qualities for a
chauffeur-driven flagship vehicle.
The 1GZ-FE integrates numerous electronic
control systems, including dual independent ECUs, electronic throttle
control, sequential multi-point fuel injection, and variable valve
timing (VVT-i) on both intake camshafts in later revisions. Despite its
12-cylinder layout, the 1GZ-FE prioritizes smoothness and reliability
over high output, delivering a seamless power curve that complements the
Century’s dignified driving character.
The result is an engine of extraordinary refinement—powerful yet
understated, durable, and serviceable. It set benchmarks for NVH (noise,
vibration, and harshness) suppression, combustion efficiency, and
mechanical precision that few naturally aspirated luxury engines of its
era could match. Production continued until 2017, when the V12 Century
was replaced by a hybrid V8 model.
The 1GZ-FE is a 4,996 cc (5.0 L), four-stroke, water-cooled, 60-degree
V12 engine featuring aluminum alloy block and cylinder heads. Each bank
has two overhead camshafts (DOHC) and four valves per cylinder, for a
total of 48 valves.
Displacement: 4,996 cc (304.9 cu in)
Bore x Stroke: 81.0 mm x 80.8 mm (3.19 in x 3.18 in)
Compression ratio: 10.5:1
Firing order: 1-12-5-8-3-10-6-7-2-11-4-9
Configuration: 60-degree V12, cross-plane crankshaft
Valvetrain: DOHC, 4 valves per cylinder, shim-under-bucket tappets
Valve timing control: VVT-i (intake side on later variants)
Crankshaft bearings: 7 main journals, fully balanced forged steel
Connecting rods: Forged steel, fracture-split type
Pistons: Lightweight aluminum alloy with molybdenum-coated skirts and
full-floating pins
Redline: 6,000 rpm
Idle speed: 650 ± 50 rpm
Performance:
Maximum power: 206 kW (280 PS, 276 bhp) at 5,200 rpm
Maximum torque: 481 Nm (355 lb-ft) at 4,000 rpm
The 1GZ-FE employs an electronically controlled sequential multi-point
fuel injection system (EFI). Each cylinder has its own injector
delivering atomized fuel directly into the intake port. The system is
divided into two banks, each governed by a dedicated ECU that
communicates via a high-speed data link.
Fuel pressure: 324 kPa (47 psi)
Fuel type: Unleaded gasoline, minimum 95 RON (91 AKI)
Fuel capacity (system): Return type, dual fuel rails
Fuel filter: Replace every 40,000 km (25,000 mi)
Injector service: Inspect or clean every 100,000 km (62,000 mi)
Fully pressurized wet-sump type with a trochoid oil pump driven by the
crankshaft. Incorporates piston cooling jets and full-flow filtration.
Oil capacity with filter: 7.4 L (7.8 US qt / 6.5 Imp qt)
Oil pressure: 400 kPa (58 psi) at 3,000 rpm
Recommended oil: SAE 5W-30 or 10W-30, API SJ or higher
Oil change interval: 10,000 km (6,000 mi)
Closed, pressurized liquid-cooling circuit with belt-driven centrifugal
pump and dual electric fans.
Coolant capacity: 10.0 L (10.6 US qt / 8.8 Imp qt)
Thermostat opening: 82 °C (180 °F)
Fully open: 95 °C (203 °F)
Pressure cap: 108 kPa (15.6 psi)
Coolant change interval: 40,000 km (25,000 mi) or 2 years
| Intake and Exhaust Systems |
Dual air intake with independent throttle bodies per bank (ETCS-i).
Aluminum intake manifold with tuned runners for torque. Stainless steel
exhaust manifolds with dual catalytic converters.
| Electrical and Ignition Systems |
Coil-on-plug ignition with twelve independent coils.
Spark plugs: NGK IFR6A11, gap 1.1 mm (0.043 in)
Replacement interval: 100,000 km (62,000 mi)
Alternator: 12V, 150 A
Starter: 2.0 kW reduction gear type
Driven by reinforced toothed belt with automatic hydraulic tensioner.
VVT-i on intake camshafts, ±30° variation.
Timing belt replacement: 100,000 km (60,000 mi)
Length: 740 mm (29.1 in)
Width: 690 mm (27.2 in)
Height: 740 mm (29.1 in)
Dry weight: 250 kg (551 lb)
Oil/filter: every 10,000 km (6,000 mi)
Air filter: every 20,000 km (12,000 mi)
Spark plugs: every 100,000 km (62,000 mi)
Coolant: every 40,000 km (25,000 mi)
Timing belt: every 100,000 km (60,000 mi)
Valve clearance: every 80,000 km (50,000 mi)
Fuel filter: every 40,000 km (25,000 mi)
Compression pressure: 1,350 kPa (196 psi)
Minimum: 1,000 kPa (145 psi)
Main bearing caps: 83 Nm (61 lb-ft)
Connecting rods: 45 Nm (33 lb-ft) + 90°
Cylinder head bolts: 39 Nm (29 lb-ft) + 78 Nm (58 lb-ft) + 90°
Cam caps: 13 Nm (10 lb-ft)
Crank pulley: 216 Nm (159 lb-ft)
Flywheel bolts: 83 Nm (61 lb-ft) + 90°
Spark plugs: 18 Nm (13 lb-ft)
Drain plug: 40 Nm (30 lb-ft)
Toyota Century GZG50 (1997–2017)
Toyota Century Royal Limousine GZG51 (Imperial Household)
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