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Toyota V engine
Toyota V engine
Toyota V engine
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Toyota V engine
Toyota 2.6 L V engine
Overview
ManufacturerToyota
Also called"Toyota Hemi"
Production1963–1997
Layout
ConfigurationNaturally aspirated 90° V8
Displacement
  • 2,599 cc (2.6 L)
  • 2,981 cc (3.0 L)
  • 3,376 cc (3.4 L)
  • 3,994 cc (4.0 L)
Cylinder bore
  • 78 mm (3.1 in)
  • 83 mm (3.27 in)
  • 87 mm (3.43 in)
Piston stroke
  • 68 mm (2.7 in)
  • 78 mm (3.07 in)
  • 84 mm (3.31 in)
Cylinder block materialAluminium Alloy
Cylinder head materialAluminium Alloy
ValvetrainOHV 2 valves per cyl.
Valvetrain drive systemTiming belt
Compression ratio8.5:1-9.8:1
Combustion
Fuel systemCarburetor
Multi-port fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output115–190 PS (113–187 hp; 85–140 kW)
Torque output196–324 N⋅m (20–33 kg⋅m; 145–239 lb⋅ft)
Chronology
SuccessorToyota UZ engine (V8)
Toyota GZ engine (V12)

Toyota Motor Corporation's V family of engines were a longitudinally-mounted V8 engine design. They were used from the 1960s through 1997. The V family engine was used in the prestigious Toyota Century. Toyota had worked with Yamaha to produce the first Japanese full aluminum alloy block engine. The V family is often referred to as the "Toyota Hemi"[citation needed] as the engine features a cylinder head design with approximately hemispherical combustion chambers.

The V 2.6 L (2,599 cc) engine was first used in the Crown Eight from 1964 to 1967 as part of the second generation Crown range. Thereafter the Crown Eight was replaced by the upmarket Toyota Century.

The 3V, 4V and 5V engines were used in the Toyota Century up until 1997, when it got a complete redesign and replaced the V8 for the 5.0 L 1GZ-FE V12.

The V series engines, like several Toyota Motor Corporation engines (e.g. 2T-C, 2M, 4M etc.) at the time had a hemispherical combustion chamber. The position of the spark plugs, like the 2T-C and Chrysler's Hemi, were located on the top of the head.

Code Capacity Bore x stroke Power Torque Compression Years
V[1] 2.6 L (2,599 cc) 78 mm × 68 mm (3.07 in × 2.68 in) 115 PS (85 kW) at 5000 rpm 196 N⋅m (145 lbf⋅ft) at 3000 rpm 9.0:1 1963—1967
3V 3.0 L (2,981 cc) 78 mm × 78 mm (3.07 in × 3.07 in) 150 PS (110 kW) at 5200 rpm 235 N⋅m (173 lbf⋅ft) at 3600 rpm 9.8:1 1967—1973
4V 3.4 L (3,376 cc) 83 mm × 78 mm (3.27 in × 3.07 in) 180 PS (132 kW) at 5400 rpm 278 N⋅m (205 lbf⋅ft) at 3600 rpm 8.5:1 1973—1975
4V-U 170 PS (125 kW) at 5400 rpm 260 N⋅m (192 lbf⋅ft) at 3600 rpm 1975—1978
4V-EU[2] 180 PS (132 kW) at 5200 rpm 270 N⋅m (199 lbf⋅ft) at 4400 rpm 8.8:1 1978—1982
5V-EU[3] 4.0 L (3,994 cc) 87 mm × 84 mm (3.43 in × 3.31 in) 190 PS (140 kW) at 4800 rpm 324 N⋅m (239 lbf⋅ft) at 3600 rpm 8.5:1 1983—199?
165 PS (121 kW) at 4400 rpm 289 N⋅m (213 lbf⋅ft) at 3600 rpm 8.6:1 199?—1997

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota V engine

View on Grokipedia
from Grokipedia
The V engine is a family of overhead-valve V8 automobile engines produced by from 1964 to 1997, characterized by its aluminum block and hemispherical combustion chambers in a hemi design, primarily powering luxury sedans in the Japanese market. Introduced in 1964 as 's first mass-produced V8, the initial 2.6-liter version (Series V) debuted in the upscale Eight sedan, delivering 115 PS (113 hp) and 145 lb-ft of while emphasizing smooth operation over high performance. In 1967, an enlarged 3.0-liter variant (Series 3V) was developed for the inaugural limousine, a hand-built symbolizing Japanese luxury and producing 150 PS (148 hp) with 173 lb-ft of ; this engine remained a hallmark of the Century through multiple updates. The lineup evolved further with a 3.4-liter Series 4V in 1973, offering 180 PS (177 hp) and 205 lb-ft, followed by the largest 4.0-liter Series 5V in 1983, which generated 190 PS (187 hp) and 239 lb-ft of , incorporating refinements for better efficiency amid tightening emissions standards, including a shift from carburetors to electronic in later versions. Exclusively deployed in rear-wheel-drive luxury models like the Crown Eight (1964–1967) and the long-running Century (1967–1997), the family prioritized refined, quiet performance for executive transport rather than sporting prowess, with production limited to and no exports to markets like the due to its modest output and fuel economy. Developed in-house by , the engines featured a 90-degree V angle, pushrod actuation, and two valves per cylinder, maintaining a reputation for durability despite evolving global regulations that increasingly favored smaller, more efficient powerplants. The series concluded in 1997 when the second-generation Century adopted a more powerful 5.0-liter V12 (1GZ-FE) to meet heightened luxury expectations and stricter environmental norms, marking the end of Toyota's longest-produced V8 lineage and underscoring the brand's shift toward advanced hybrid and inline configurations in subsequent decades.

History

Development and introduction

In the post-World War II era, Japan's experienced rapid growth, supported by government initiatives to foster domestic manufacturing and reduce reliance on imports. , seeking to expand beyond economy cars into the burgeoning luxury segment, decided in 1963 to develop its first to power high-end sedans, aiming to compete with prestigious American and European imports that dominated the market. To achieve a lightweight yet durable design, collaborated with Yamaha, leveraging the motorcycle manufacturer's expertise in aluminum casting and engine components; this partnership resulted in an aluminum alloy block and hemispherical combustion chambers, marking one of the earliest joint ventures between the two companies. The initial V engine was configured as a 90-degree V8 with overhead valve (OHV) architecture and two valves per . Its key specifications included a bore of 78 mm and of 68 mm, yielding a displacement of 2,599 cc, with output rated at 115 PS (85 kW) at 5,000 rpm and 196 N⋅m (145 lb⋅ft) of at 2,800 rpm. The engine debuted in the Eight luxury sedan, unveiled at the 1963 Tokyo Motor Show and entering production in April 1964 with a carbureted fuel system and three-speed . Approximately 3,800 units of the Eight were produced until 1967, establishing Toyota's foothold in Japan's elite vehicle market while showcasing advanced engineering for smoother, more refined power delivery in large sedans.

Evolution through production

The Toyota V engine family evolved through several key updates from to , focusing on displacement increases, power enhancements, and adaptations for and emissions to suit the demands of luxury vehicle production. These changes were driven by the need to balance performance with and fuel economy amid global events like the oil crises. In , production transitioned to the 3.0 L 3V variant for the first-generation , achieving greater displacement through a stroke of 78 mm paired with a 78 mm bore, yielding 150 PS of output. This configuration established the engine as the dedicated powertrain for Toyota's luxury flagship sedan. By 1973, the lineup advanced to the 3.4 L 4V with a bore expanded to 83 mm and stroke of 78 mm, producing 180 PS while incorporating modifications for emissions control, including a from 1975; electronic was introduced in 1978 with the 4V-EU variant to address stringent standards during the oil crises. The series culminated in 1983 with the 4.0 L 5V, featuring dimensions of 87 mm bore by 84 mm stroke and outputs reaching 190 PS, complemented by 324 N⋅m of , equipped with multi-point and a from introduction. Across its lifespan, the family saw engines largely hand-assembled to meet the precision requirements of the . In later years, refinements in tuning minimized noise and vibration in alignment with evolving Japanese luxury market expectations.

Design features

Engine architecture

The Toyota V engine family employs a 90-degree V8 configuration, optimized for smooth power delivery in luxury applications. Constructed with an all-aluminum block and cylinder heads—a first for a Japanese mass-produced V8—the engine was developed in collaboration with Yamaha to achieve a balance of lightness and durability. Later variants retained the all-aluminum construction. Designed for longitudinal mounting in rear-wheel-drive luxury cars like the Crown Eight and Century, the engine's layout facilitates excellent and a low center of gravity, enhancing ride quality and handling stability. The aluminum provides rigidity to minimize and , supporting the engine's emphasis on quiet operation. The utilizes a single per bank located in the block, operating pushrod-activated overhead valves for reliable . The cooling system is water-cooled. The fuel system progressed from a single in early models to multi-point electronic by the late , enabling better fuel atomization and emissions compliance. Compression ratios varied from 8.5:1 in later emissions-controlled variants to 9.0:1 in initial designs, prioritizing smooth combustion and efficiency.

Combustion and valvetrain

The Toyota V engine employs hemispherical combustion chambers, a design that promotes efficient airflow into the cylinders and supports higher compression ratios while minimizing risks through improved combustion efficiency. This configuration enhances and pressure buildup during the power stroke. Spark plugs are positioned centrally within these chambers to optimize the flame propagation and ensure a complete burn, contributing to smoother power delivery. The valvetrain adopts an overhead valve (OHV) layout with pushrods and rocker arms actuating two valves per cylinder—one intake and one exhaust—from a single camshaft per bank, driven by a timing chain for reliable synchronization. This setup, while simpler than overhead cam designs, provides adequate valve timing control for the engine's luxury-oriented performance profile. Early models use a mechanical distributor for ignition, transitioning to electronic advance in versions from 1967 onward to improve timing precision under varying loads. These features collectively earned the engine its "Toyota Hemi" nickname, derived from the dome-shaped combustion chambers resembling those in Chrysler's iconic Hemi engines, though the Toyota variant prioritized refinement over peak power. The aluminum block, co-developed with Yamaha, further aids in achieving low (NVH) levels, making it well-suited for upscale vehicles like the Crown Eight and Century.

Variants

V (2.6 L)

The Toyota V engine, designated simply as the V, was the inaugural variant in the series, featuring a displacement of 2,599 cc achieved through a bore of 78 mm and a stroke of 68.5 mm. This configuration, with a of 8.5:1, emphasized smooth operation suitable for luxury applications. It delivered 115 PS (85 kW) at 5,000 rpm and 196 N⋅m (145 lb⋅ft) of at 2,800 rpm, providing adequate without prioritizing outright power. The was naturally aspirated and equipped with a single downdraft for fuel delivery, contributing to its refined character in executive vehicles. Produced from 1964 to 1967 exclusively for the Eight, the V saw limited , with approximately 3,800 units built to meet in Japan's luxury market. As the lightest in the V series at 250 kg, it was engineered for refinement, leveraging an all-aluminum construction and hemispherical chambers developed in collaboration with Yamaha.

3V (3.0 L)

The 3V is a 3.0 L (2,981 cc) in the V series, featuring an OHV design with hemispherical combustion chambers co-developed with Yamaha. It has a bore of 78 mm and a of 78 mm, resulting in a square engine configuration and a of 9.8:1. This variant delivered 150 PS (110 kW) at 5,200 rpm and 235 N⋅m (173 lb⋅ft) of at 3,600 rpm, providing smooth power delivery suited to luxury applications. The used carburetion via a single downdraft and was produced from 1967 to 1973. Compared to the preceding 2.6 L , the 3V incorporated an increased stroke length—from 68 mm to 78 mm—to boost displacement and enhance output, yielding improved low-end response ideal for propelling heavy luxury sedans with effortless refinement. Production was limited to small volumes—approximately 3,000 units—reflecting the exclusive nature of its primary application, with each engine hand-assembled at Toyota's facilities to prioritize long-term and .

4V (3.4 L)

The 4V is a 3.4 L (3,376 cc) in Toyota's V-series lineup, featuring a bore of 83 mm and a stroke of 78 mm, with a of 8.8:1. This variant represented an increase in displacement over the preceding 3V through a bore expansion, allowing for greater power while maintaining the hemi design for improved efficiency. The carbureted version produced 150 PS (110 kW) at 4,400 rpm and 265 N⋅m (195 ) of at 2,600 rpm. The fuel-injected 4V-EU , introduced in 1978, delivered 177–180 PS (130–132 kW) at 5,200 rpm and 270–278 N⋅m (199–205 ) of at 4,400 rpm, providing balanced performance suited to luxury applications with smooth low-end response. The weighs 270 kg, contributing to its reputation for refined power delivery in updates to the during the 1970s. Introduced in 1973 and produced until 1983, the 4V incorporated emissions controls such as an EGR valve starting post-1975 to comply with tightening Japanese regulations. Amid the global oil crisis, it received lean-burn tuning to enhance without sacrificing the engine's inherent smoothness and reliability. The 4V-EU adopted electronic fuel injection for better precision and emissions compliance.

5V (4.0 L)

The 5V engine represents the largest and final evolution of Toyota's V-series V8 lineup, with production spanning from 1983 to 1997. Designated as the 5V or 5V-EU (for the electronic fuel injection variant), it features a displacement of 3,994 cc, achieved via a bore of 87 mm and a of 84 mm, paired with a of 8.6:1. This configuration provided a balance of refinement and power suitable for luxury applications, delivering output ranging from 170 to 190 PS (125 to 140 kW) at 4,400 rpm in the EFI version, alongside figures of 300 to 324 N⋅m (221 to 239 lb⋅ft) at 3,200 rpm. A key upgrade came in 1989 with the adoption of multi-point electronic fuel injection (EFI), supplanting the prior carbureted setup to enhance fuel delivery precision, throttle response, and compliance with evolving emissions standards. This EFI system contributed to smoother operation and better overall efficiency in high-end vehicles. Complementing this were engineering advancements such as aluminum cylinder heads, which reduced engine weight while maintaining durability, drawing on Yamaha's expertise in lightweight alloy components during the V-series development. Additionally, the integration of electronic ignition further refined performance by providing consistent spark timing and minimizing maintenance compared to mechanical distributors. The 5V's rarity underscores its niche role, with fewer than 2,000 units produced, largely reserved for powering the later iterations of the luxury sedan until the model's transition to a V12 powerplant. This limited output reflected Toyota's focus on exclusivity for the Japanese market, where the engine's quiet, torquey character aligned with the Century's emphasis on serene, executive transport.

Applications

Toyota Crown Eight

The Toyota Crown Eight was a luxury sedan produced from April 1964 to July 1967, marking Toyota's inaugural foray into V8-powered vehicles and serving as a high-end halo model to demonstrate advanced engineering capabilities in the Japanese market. Positioned as an upscale offering within the second-generation Crown lineup, it featured a longer and wider body than standard Crown models, with dimensions of 4,720 mm in length, 1,845 mm in width, 1,460 mm in height, and a 2,740 mm wheelbase, emphasizing comfort and prestige for executive transport. Priced at 1.65 million yen in Tokyo, it targeted corporate leaders and affluent buyers seeking a domestically produced alternative to imported luxury sedans. The Crown Eight exclusively utilized Toyota's 2.6 L (model code V), a 90-degree V8 with overhead valves and 2,599 cm³ displacement, delivering 115 PS at 5,000 rpm and integrated with a rear-wheel-drive layout. This powerplant was paired primarily with a two-speed for smooth operation, though four-speed manual and three-speed manual with overdrive options were also available later in production. With a curb weight of 1,375 kg, the vehicle achieved 0-100 km/h acceleration in approximately 15-16 seconds, prioritizing refined highway cruising at 100 km/h over outright speed. Compared to contemporary American V8s, which often exceeded 5.0 L displacement and 200 hp, the Crown Eight's output rendered it underpowered for high-performance demands but well-suited for serene, executive-oriented motoring. A total of 4,122 units were produced across the model's three-year run, all equipped with the , reflecting its niche positioning rather than mass-market appeal. This limited output underscored Toyota's strategic use of the Crown Eight as a technological showcase, paving the way for the development of the more enduring luxury sedan introduced shortly after in November 1967.

Toyota Century

The Toyota Century debuted in 1967 as Toyota's pinnacle of luxury engineering, with the first-generation model (produced until 1997) exclusively powered by variants of the family to deliver exceptional refinement suited to its role as a chauffeur-driven . The inaugural VG20 variant featured the 3.0 L 3V , an all-aluminum OHV unit producing 150 PS at 5,200 rpm and 235 N⋅m of torque at 3,600 rpm, longitudinally mounted in a rear-wheel-drive configuration. This engine, part of the V series developed with input from Yamaha on early prototypes, emphasized smooth operation over high performance, aligning with the Century's design philosophy of serene isolation for rear-seat passengers. Throughout its three-decade run, the first-generation Century received progressive updates to enhance power, efficiency, and emissions compliance while preserving the marque's hallmark quietness. In 1973, the VG21 model adopted the enlarged 3.4 L 4V V8 (180 PS), followed by the 1982 introduction of the VG40 with the 4.0 L 5V-EU V8 featuring electronic , which delivered 190 PS by the mid-1990s. These evolutions maintained the engine's hemispherical chambers for efficient burning and low vibration, paired with a three-speed initially (upgraded to four-speed in later models) and pioneering system that provided a plush, insulated ride—often likened to gliding over traditional mats. Top speed was electronically limited to 180 km/h across variants, underscoring the focus on composure rather than velocity. The were integrated with the to minimize and harshness, contributing to the sedan's reputation as a "rolling sanctuary" for dignitaries. Over 8,000 first-generation Centuries were hand-assembled at Toyota's Motomachi Plant in , where skilled craftsmen ensured meticulous for this low-volume luxury icon. This production approach allowed for customizations, reinforcing the model's exclusivity. The V engine's inherent balance and refinement were pivotal to the Century's cultural stature as a symbol of postwar Japanese industrial prowess and understated elegance, frequently chosen by the Imperial Household of —including for imperial processions—and by corporate executives as a statement of success and discretion. Its whisper-quiet propulsion epitomized the "" hospitality ethos, making the Century not just a , but an extension of Japanese refinement.

Discontinuation and legacy

Replacement and successors

The production of the Toyota V engine family ceased in 1997, driven by the challenges of complying with tightening emissions regulations and requirements in during the late , coupled with Toyota's decision to pursue more sophisticated powertrains for its ultra-luxury vehicles. The aging OHV design, while reliable, proved difficult to adapt further without extensive redesign to meet these evolving standards, leading to its phase-out after over three decades of service. No V engine units were exported outside , and production was limited to domestic assembly for models like the Century. In the Toyota Century, the V engine's direct successor was the 1GZ-FE, a 5.0 L V12 introduced with the model's 1997 redesign, which produced 280 PS and offered inherently smoother operation through its additional cylinders and advanced balancing. This shift to a V12 emphasized refined luxury over the V8's characteristics, aligning with Toyota's vision for the sedan amid global trends toward cleaner, more efficient . Beyond the Century, Toyota had transitioned to the UZ V8 family years earlier, debuting in 1989 with the Lexus LS 400; this all-aluminum, DOHC engine marked the broader replacement for outdated OHV V8s across the lineup, enabling better compliance with efficiency and emissions goals. The V engine's discontinuation thus signified the end of Toyota's early pushrod V8 era, paving the way for modern overhead-cam architectures.

Cultural and technical impact

The Toyota V engine family represented a pioneering effort in Japanese automotive engineering, introducing the country's first mass-produced V8 design in 1964 with the 2.6-liter V variant. This hemi architecture, inspired by American designs but adapted for refined luxury applications, set a technical benchmark for airflow efficiency and combustion completeness in domestic V8s, influencing Toyota's subsequent engine developments including the all-aluminum UZ and UR families through shared emphasis on and performance refinement. The V series also exemplified early inter-company collaboration models at , paving the way for later partnerships like the Yamaha-assisted UZ-FE V8 in the late 1980s, which built on foundational V8 expertise to achieve global luxury standards. In enthusiast communities, the V engine earned the enduring nickname "Toyota Hemi" for its distinctive cylinder head design, highlighted in motorsport publications as a symbol of 1960s high-performance innovation. Its rarity—limited to elite models like the Century and Crown Eight—has elevated it to collectible status, with restored first-generation examples fetching prices around $10,000 to $15,000 at auctions due to their historical significance and meticulous craftsmanship. Aftermarket support remains niche and largely undocumented, with potential for electronic swaps explored only sporadically by specialists, though modern emissions retrofits have seen minimal development owing to the engine's obsolescence. The V engine's integration into the Toyota Century solidified the model's reputation as Japan's equivalent to the Rolls-Royce, emphasizing silent, reliable luxury over ostentation and enhancing Toyota's global credibility in the ultra-premium segment. By powering the Century from 1967 to 1997, it underscored Toyota's engineering prowess in creating vehicles for discerning elites, contributing to the brand's transition from economy cars to international luxury contender and influencing later V8 designs with its focus on reliability. As of 2025, no production revivals of the V engine have occurred, reflecting its displacement by advanced successors.

References

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