Toyota Century

• VG40 (1997-2017) is the value sweet spot
• GZG50 V12 is most collectible and costly
• Condition & provenance drive price more than miles
• Parts/support best for VG40; V12 parts pricier
• Export demand is lifting clean examples
• Not a sports sedan; buy for comfort and presence

• Front-engine, rear-wheel-drive chauffeur-oriented limousine
• JDM-only nameplate; never sold new outside Japan
• V8 (VG20–VG45), V12 (GZG50), then V8 hybrid (UWG60) powertrains across generations
• Substantial hand-finishing; wool cloth upholstery offered as the default trim
• Right-hand drive throughout production

The Century ran three generations from 1967 until now, and each one stayed in production for roughly twenty years. The G20 through G40 covers the first thirty years on a V8. The G50 is the V12 car most people think of. The G60 is the current hybrid V8 and it still looks like a 1967 Century on purpose.

The Century is a car where you have to want what it actually is. Toyota built it for the back seat, not the driver's seat, and that choice shapes every trade-off below. If you're buying a Century to drive yourself around, you're buying the wrong car.

The Century is mechanically overbuilt, but the V12 and the air suspension and the JDM-only electronics all age in ways that get expensive outside Japan. Most of the trouble comes from parts supply and labor cost, not the engineering itself. A documented car with a recent timing belt service on the V12 is worth a lot more than a cheap one without paperwork.

The Toyota Century was never sold outside Japan as a regular production model. There is no factory USDM, EUDM, or AUDM equivalent — no badge-engineered Lexus or Toyota export twin, unlike the Celsior/LS or Aristo/GS. The only Centuries that legally left Japan in period were a small number of ambassadorial cars (often fitted with the CNG-fuelled 1GZ-FNE V12 in place of the JDM-market 1GZ-FE) and experimental units sent for evaluation in markets including the United States. Every Century in private foreign hands today reached its market under the relevant country's classic-vehicle import rules — in the US, the 25-year FMVSS exemption (so 1997 G50s became legal in 2022, 1998s in 2023, and so on; the G60 generation does not yet have any examples eligible). RHD is the only factory configuration; LHD Centuries are conversions or one-off experimental cars. Cabin controls, navigation displays, and signal-TV tuners are labelled in Japanese and operate on the Japanese broadcast standard — JDM nav and TV head units do not function in North America without replacement. For the same reasons, the Imperial Household's bespoke Century Royal (G51) — four hand-built units, 2006–2008, used as Japan's official state car — was never offered for export at any price.

Every Century is rear-wheel drive with a V8 or V12 sitting up front. The first generation ran 3.0, 3.4, and 4.0 liter V8s across thirty years. The G50 got the 5.0 liter 1GZ-FE V12, which is the only mass-produced V12 ever fitted to a Japanese passenger car. The G60 went to a 5.0 liter 2UR-FSE V8 hybrid making around 425 hp.

Engine options

Transmission options

The Century has almost no trim ladder. Toyota built it as one car with options layered on top, not as a base model and a top model. The differences you'll see are wheelbase, rear seat package, and on the G50 whether you got the V12 or one of the rare ambassadorial CNG cars. Special-order Imperial Household specs exist but you won't be buying one of those.

A V8 first-generation Century starts around $10,000 if you can find one. A clean G50 V12 typically runs $25,000 to $40,000, and low km collector cars push well past that. The G60 is too new for the 25-year rule and only reaches foreign buyers through grey channels. Condition and provenance move the price more than mileage does on a Century.

Today's market range: $12,000 to $180,000 (median ~$42,000). Source: JDMBuySell / USS Auction.

Century prices are firm-to-rising: VG40 exports lift clean cars, while GZG50 V12s command collector premiums. Best-condition, low-km, unmodified examples outperform; rough/high-km cars lag. Expect gradual gains as more years clear 25-year import eligibility.

Walk this list before you commit, not after. The Critical items mean walking away if the seller can't back them up with paperwork. The V12 timing belt and the air suspension are the two big-ticket items that decide whether a cheap Century stays cheap. Underbody rust on a Japan-stored car is the other one that catches people out.

If the Century doesn't make sense, the closest JDM substitute is the Nissan President. It's the only other car built for the same buyer. The Celsior is what you buy if you want the comfort and the V8 without the chauffeur theatre. The W140 S-Class is the European version of the same idea with global parts support.

Among JDM flagship sedans, the Century is the most isolated and the most formal. The President is similar in mission but rarer and harder to find parts for. The Celsior is easier to live with but doesn't carry the same presence. The table below leans toward what the Century actually does well, which is silence, ride quality, and rear seat comfort.

Which Toyota Century is the best buy today?

Most buyers target VG40 (1997-2017) for value and support. GZG50 V12 is best for collectibility.

Is the V12 Century reliable?

Generally yes if maintained, but 1GZ-FE parts and diagnostics can be costly. Buy the best history you can.

What should I inspect before buying?

Check rust, air/ride components, cooling, electrical accessories, and verify service records and mileage consistency.

Are parts hard to get outside Japan?

VG40 wear items are manageable; trim/electronics can be tough. V12-specific parts may require Japan sourcing.

How does it compare to a Lexus LS/Celsior?

Century is more chauffeur-focused and traditional. LS/Celsior is more modern and easier to daily-drive.

Will values keep rising?

Clean, original cars trend upward with export demand. Expect strongest gains for low-km V12 and top-condition VG40.

When is it US-legal to import?

Under the 25-year rule, eligibility depends on build year. Example: 1997 cars in 2022, 1998 in 2023, etc.

What options matter most for resale?

Desirable: low km, original paint, rear comfort options, documented care, and correct period wheels/trim.