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| Nissan Cedric | |
|---|---|
.jpg) 1995 Nissan Cedric Brougham VIP (Y33) | |
| Overview | |
| Manufacturer | Nissan |
| Production |
|
| Body and chassis | |
| Class | Executive car |
| Body style | |
| Related | |
| Chronology | |
| Predecessor | Austin-Nissan A50 |
| Successor | Nissan Fuga |
TheNissan Cedric (Japanese: 日産・セドリック,Nissan Sedorikku) is a largeautomobile produced byNissan from 1960 to 2015.[1] It was developed to provide upscale transportation, competing with thePrince Skyline andGloria which were later merged into the Nissan family. In later years, theNissan Skyline was positioned as asports sedan/coupe, whereas theNissan Gloria was turned into a sporty version of the Cedric (with identical styling but using a different radiator grille and front & rear light clusters).
In Japan, the Cedric/Gloria series was affectionately calledCedGlo, and this long-running series finally came to an end in October 2004, replaced by theNissan Fuga. The Cedric name is still in use, on the Y31 series fleet vehicle traditionally used as a taxi, where it competes with theToyota Comfort, and is still in production. Throughout the many versions of the Cedric, it was always considered to be the prime competitor to theToyota Crown. Thehood ornament was inspired by the diamond pattern used byLincoln but was changed to two right angles set next to each other.
The Cedric name was inspired by the main character,Cedric, inFrances Hodgson Burnett's novelLittle Lord Fauntleroy by the Nissan CEO at the time Katsuji Kawamata.[citation needed]
| Nissan Cedric 30 and 31 | |
|---|---|
 1960 Nissan Cedric 30 | |
| Overview | |
| Also called | Yue Loong YLN-801 (TW) |
| Production |
|
| Assembly |
|
| Body and chassis | |
| Body style | 4-doorsedan/wagon/van |
| Layout | FR layout |
| Related | |
| Powertrain | |
| Engine | |
| Transmission |
|
| Dimensions | |
| Wheelbase | 2,530 mm (99.6 in) |
| Length | 4,410–4,590 mm (173.6–180.7 in) |
| Width | 1,680 mm (66.1 in) |
| Height | 1,520 mm (59.8 in) |
| Curb weight | 1,195–1,290 kg (2,635–2,844 lb) |
| Chronology | |
| Successor | Nissan President (for Cedric Special) |
_station_wagon_(2015-07-14)_02.jpg)
The first Cedric was the "30" series, introduced in March 1960[2] and produced through 1962. It was available only at Japanese Nissan dealerships calledNissan Cedric Store. It was the first product labeled as a Nissan, but shared mechanicals with Datsun products built at the time.
Several models were available, including the Cedric 1500 DeLuxe and Standard (30), Cedric 1900 Deluxe (D30, powered by the 1.9 LNissan H engine), Cedric 1900 Custom (G30, also powered by the Nissan H engine), Cedric Van (V30, six-seater) and the Cedric Wagon (WP30, eight-seater). Only the Cedric Standard used a 1.5 L (1,488 cc)G-seriesstraight-four engine which produced 71 PS (52 kW). The 1.9 L (1,883 cc)H-series with 88 PS (65 kW) was optional.[2] A four-speedmanual transmission with the top three gears synchronized was standard, with a three-speed manual fitted to 1900 versions. Diesel engines were supplied by newly acquired Minsei Diesel Industries, Ltd, which was renamedNissan Diesel Motor Co., Ltd in 1960. All four-cylinder engines were shared with the redesignedNissan Junior andNissan Caball.
The Cedric replaced theAustin A50 Nissan was building under license fromAustin Motor Company of England, which was called the Nissan Austin, and also benefited from earlier vehicles built by Nissan, called theDatsun DB Series. The six-seater Cedric introduced Nissan's firstmonocoque body and a wrap-around windshield. The first Cedric featured two stacked headlights on either side of a large grille (inspired by a late 1950s commuter train from Japan, the Tobu JNR 151). The taillights were the same as theDatsun Bluebird 312. and was considered a six-seater. April 1962 saw the introduction of a station wagon–van, able to seat eight people. The twin-stacked headlight approach, which first appeared on large North American and European vehicles in the late 1950s, was a novel approach to suggest size and luxurious accommodations, and was also used on the 1961Isuzu Bellel.
The "H31" series was produced from 1962 until 1965. The models from the 30 series carried over to the 31 series with the addition of a few new models, including the Cedric 1900 Standard (G31S) and a 2.0 L four-cylinderSD20 diesel (QGS31) from June 1964. Also new was a three-speed automatic transmission, sourced fromBorg Warner, offered from July 1964. The new front with its horizontally mounted quad headlights shows a resemblance to the1956 Rambler andFiat 2300 limousine, which made the car 18 cm (7 in) longer.[2] In 1965, the pressed-steel tappet cover (valve cover) was replaced with an alloy version (same as the CSP311 Silvia). The taillights were smaller and resembledMG units. All models were equipped with white wall tires. The Cedric was updated again in 1964 with a new dashboard, analternator rather than a generator, and a new starter system. The Cedric 1500 Standard, first introduced in October 1962,[2] was dropped after 1964. The last change was the adoption of a new grille for the 1965 model year.
This generation was imported to the United States around 1963 and 1965. Unlike other cars sold by Nissan before their global rebranding, which were sold as Datsuns in North America, the Cedric was sold as a Nissan.[3] It did not sell well and only a handful are known to exist in the United States.[4]
The Cedric Special was produced between 1963 and 1965 as competition to theToyota Crown,Isuzu Bellel,Mitsubishi Debonair andPrince Gloria. The Cedric Custom was used as a torch carrier for the1964 Summer Olympics, held in Tokyo in October 1964.[5]
This was a long-wheelbase version of the H31 series Cedric Custom, lengthened 145 mm (5.7 in) to fit the 118 hp (88 kW) 2.8-litreK-Seriesstraight-six engine (anH engine with two extra cylinders).[5] The grille is different from the one on the 31 series; it features a badge that said "Cedric Special", and the Cedric Star emblem. The side badges said "Cedric" and "Special". On the trunk lid (on the left side) is a "2800" badge, on the right side is a "Cedric Special" badge. The gold trim pieces on the hood were longer, and there was wheel arch and sill trim that was unique to the Cedric Special. The front bumper design is also different, with a raised section in the middle above the license plate. Due to the larger 2.8 L engine used in the Cedric Special, Japanese buyers are liable for a higher annualroad tax which added to its exclusivity.
The interior was slightly more luxurious than the Custom. The only component that was identical to the Custom were the tail lights. The Mark I Special was produced in 1963, and was replaced by the Mark II in 1964. The Mark II was mostly the same as the Mark I except for a redesigned dashboard, new grille design (gold Cedric Star emblem and separate gold letters spelling "Special"), and rectangular reflectors below the tail lights (replacing the round reflectors used on the Mark I). An automatic transmission, theBorg-Warner 35, became available starting with the Mark II. The Mark II was produced in 1963 and 1964, and was replaced by the Mark III Special in 1964. The Mark III featured a new grille and tail lights from the 1965 31 Series Cedric. The Mark III Cedric Special was replaced by theNissan President in 1965.
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| Nissan Cedric 130 | |
|---|---|
 Nissan Cedric Special Six (130) | |
| Overview | |
| Also called |
|
| Production | 1965–1971 |
| Assembly |
|
| Body and chassis | |
| Body style | 4-doorsedan/wagon/van |
| Layout | FR layout |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,690 mm (105.9 in) |
| Length | 4,680 mm (184.3 in) |
| Width | 1,690 mm (66.5 in) |
| Height | 1,455 mm (57.3 in) |
| Curb weight | 1,280–1,319 kg (2,822–2,908 lb) |
Produced from 1965 through 1971, the P130 Cedric hadPininfarina bodywork and several new engine options on an all-new dedicated platform. Nissan's first OHC engine, theL20, was introduced in this generation Cedric. The modernized appearance was influenced by other Japanese luxury sedans of the period that introduced sleek, squared, and angular sedans, like the 1962Toyota Crown and the 1964Mitsubishi Debonair. Its appearance was not shared with the executive limousine flagshipNissan President and this generation of Cedric were both available at "Nissan Stores".
In August 1966, Nissan Motor Company and Prince Motor Company merged. Starting in 1967, the Cedric was sold in various export markets, as the Datsun 2000/2300/2400 rather than "Nissan Cedric".
There were three body styles available: a four-door sedan, five-door station wagon (Wagon Six from 1967, WP130, later WH130) and a five-door van (Van Six from 1968, also as Van Deluxe Six for 1970, VP130, later VH130)
Trim levels offered were the four-cylinder 130 (later called Standard) for 1966–1967, as 130S for 1968–1970. The Deluxe Six (P130, 1967.5-1970), Custom Six (P130D, dropped after 1966, reintroduced in 1970 as H130V), Standard (later called Personal Six, P130S, G130S), Personal Deluxe Six (G130Q, H130Q, replaced Personal Six for 1970), Standard Diesel (later called Diesel, Q130), and Special Six (also called Super Six, H130 for 1966–1967, G130 for 1969–1970, G130V for 1968 Super Six). In 1967, there were 68 model variations of the Cedric.
Unique to this generation, Nissan produced a police car fitted with theY40 V8 engine; this was the only time Nissan installed a V8 engine in the Cedric.[citation needed]
Engines:
This was the first Cedric that was available in versions no longer regarded as compact sedans under Japanesevehicle classification regulations, since the engines' displacement exceeded two litres.
| Nissan Cedric 230 | |
|---|---|
 1974 Nissan Cedric Sedan 2600GX (facelift, Japan) | |
| Overview | |
| Also called |
|
| Production | 1971–1975 |
| Assembly |
|
| Body and chassis | |
| Body style | |
| Layout | FR layout |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,690 mm (105.9 in) |
| Length | 4,690 mm (184.6 in) |
| Width | 1,690 mm (66.5 in) |
| Height | 1,455 mm (57.3 in) |
| Curb weight | 1,345–1,459 kg (2,965–3,217 lb) |
The 230 series was released in 1971 and was produced through 1975. The Cedric was now being built at the Tochigi factory location. The suspension configuration remained the same type as used in the second generation. Front disc brakes were added to the standard equipment list for some versions. The Cedric name was dropped for most export markets, with the car now called theDatsun 200C,220C,240C, or260C. In many European markets this car was only available with the diesel engine, aiming in particular at the taxi market.[6] The Cedric was exclusive to Japanese Nissan dealership network calledNissan Store as the private ownership luxury sedan to the shorterNissan Laurel, while the Nissan Gloria, manufactured by thePrince Motor Company, was exclusive toNissan Prince Store locations after the merger with Nissan, with theNissan Skyline serving as the junior sedan and coupe to the Gloria.
The 230 series was offered in four-door sedan and wagon, and saw the introduction of a two-door coupé. The coupé "personal luxury car" was introduced as a result of the 1970Toyota Crown hardtop coupé.
In August 1972, a four-door hardtop sedan, with noB-pillar between the front and rear passenger side windows, was added to the options list. This generation introduced a new appearance, called "coke bottle," which began to appear internationally during the 1960s and 1970s. The four-door hardtop had a standard interior dome light and a secondaryfluorescent lamp that extended from the front to rear passenger seats, attached to the ceiling for ambient purposes. The 2.4-litre engine was replaced with a larger 2.6-litre version to conform to emission regulations enacted in April 1973 without losing performance. Vehicles installed with Nissan's new emission control technology, including fuel-injected models, could be identified by aNAPS badge on the trunk lid. In South Africa, the car was sold as the Datsun 260C with a 96 kW (131 PS; 129 hp) version of the L26 engine; this engine (still of 2.6 liters) was upgraded to produce 110 kW (150 PS; 148 hp) in late 1975 when the car was somewhat confusingly renamed theDatsun 300C. The four-door sedan and two-door hardtop were available, and the interior was renewed along with the upgrade.[7]
The trim levels offered were the 2600 GL, the 2600 Custom Deluxe, and the Deluxe.
Engines:
Diesel:
| Nissan Cedric 330 | |
|---|---|
 1977 Nissan Cedric Sedan GL (330) | |
| Overview | |
| Also called |
|
| Production | 1975–1979 |
| Assembly |
|
| Body and chassis | |
| Body style | |
| Layout | FR layout |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,690 mm (105.9 in) |
| Length |
|
| Width |
|
| Height | 1,440 mm (56.7 in) |
| Curb weight | 1,440–1,550 kg (3,175–3,417 lb) |
The 330 series Cedric was produced from 1975 through 1979. As with the 230, the 330 was offered as a Sedan, Wagon/Van, Coupé, and as a comparatively rare, pillarless Hardtop Sedan. Again, it was sold as theGloria as well in the domestic Japanese market; in the export it was marketed as the200C,220C,260C, and280C (after 1978). The diesel engine returned, mainly for taxi usage. For the same purpose, there was a version of the four-cylinder"H20" petrol engine which ran onLPG. Trim levels offered at the time of introduction were the Deluxe, Custom Deluxe, GL, GL-E, SGL, SGL-E, 2800SGL, and 2800SGL-E. TheSGL Brougham also first appeared in this generation. The "SGL" designation stands for Senior Grade Level, and the "E" represents fuel injection. Japanese buyers of the top level "SGL" models were liable for higherroad taxes which justified the higher equipment levels and optional features added.
The engines were further modified in June 1976 as emission control regulations were again adjusted, with the revised engines using the monikerNissan NAPS. Model codes for petrol-engined cars were changed to 331, to reflect the engine changes. At the same time, halogen headlights were added and the luxurious F-series subvariant was introduced, only on the hardtop bodystyle (also available on the Gloria).[9] Positioned just beneath the Brougham, "F" stood for fashionable. This was expressed by the fitment of rectangular headlamps, body-coloured hubcaps, and a higher quality audio system.[10]
October 1977 saw 1 million Cedrics produced. In November 1978 the petrol engines on private-use models were revised to meet the 1978 emissions standards, leading to model codes being changed to332 for cars equipped with those engines (diesels and vans remained 330). At the same time, radial tyres were made standard fitment on some of the highest-end models.
The Datsun 220C Diesel was commonly used as taxis in Singapore and Hong Kong. This model came with front bench seat and column-shift manual transmission.
Engines:
.jpg)
| Nissan Cedric 430 | |
|---|---|
 1979 Nissan Cedric Sedan 200E SGL Extra (430) | |
| Overview | |
| Also called |
|
| Production | 1979–1983 |
| Assembly |
|
| Designer | Toshio Yamashita |
| Body and chassis | |
| Body style | |
| Layout | FR layout |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,690 mm (105.9 in) |
| Length | 4,695–4,825 mm (184.8–190.0 in) |
| Width | 1,695–1,715 mm (66.7–67.5 in)) |
| Height | 1,430 mm (56.3 in) |
| Curb weight | 1,470–1,590 kg (3,240–3,510 lb) |
The 430 series was produced from 1979 through 1983. Engines largely carried over from the previous generation. Most export markets received the 2.8 LL28OHCI6 or the newLD28 diesel version, and was called theDatsun 280C.[11] For taxi use inSingapore andHong Kong, the 2.2-liter diesel engine was still available in what was called the220C; this model was also sold as a sedan or van in Japan until it was cancelled with the 1981 facelift.[12] This was the first generation Cedric with available four-wheel disc brakes, although drums all around were fitted to the cheapest versions. Styling was achieved with the cooperation ofPininfarina, providing a cleaner image than the previous generation. The new model was a "six-light" design, with a small window in theC-pillar.[13] The rear suspension was upgraded to a rigid link coil system.
The two-door coupé was no longer offered, and was replaced by theSkyline-basedNissan Leopard luxury sports coupé. A four-door convertible version was made available in small numbers for special use. These were mainly bought by government entities for ceremonial use and the bodystyle was not offered on sale to the general public.
The fashionable SGL-F variant appeared in April 1980, continuing from the "F" version which had been available in the previous generation. Priced only just below the less youthful Brougham, it was only available with the naturally aspirated 2.0-litre six and featured two-tone paint in light colors only, a glass sunroof, and a plush interior designed by the AmericanChatham Manufacturing Company.[10] Beginning in August 1980, the six-cylinder 2.8-liter diesel was added to the Van and Wagon models in Japan.[12] A lock-up torque converter was added to the four-speed automatic transmission, which was added in June 1982.[11] This new transmission gave considerably better fuel economy, but did necessitate altering the floor plate to provide a wider transmission tunnel. At this time, the L20-engined van received a version of the engine which met the 1981 emissions standards; this model received the new chassis code V431.[12] In February 1983, the "Excellence" trim was added to help sell the last 430 cars before the introduction of the new Y30, fitted with either the turbocharged or the fuel injected L20 engine. This model approached the top Brougham's trim, but occupied a lower tax bracket and featured special two-tone paint.
The 2.0-litre turbocharged L20ET first appeared in the Cedric and its sister car, the Gloria in December 1979, a first for the Japanese market.[14] Production actually began two months earlier.[12] To receive official approval of this engine, Nissan focused attention on the energy saving capacities of the turbo engine. In another first for Japan, the naturally aspirated 280E received electronic fuel injection and the ECCS (Electronic Concentrated Engine Control System) engine management system. All of these firsts helped the 430-series Cedric/Gloria becoming named Japan's Car of The Year of 1979.[14] The SGL-F trim level became available with the turbocharged engine from April 1981, which was also when the range received a facelift.[10] At this time, power of the L28 engine climbed from 145 to 155 PS (107 to 114 kW); the L20E engine became equipped with ECCS as well at this time, which caused a slight power drop from 130 to 125 PS (96 to 92 kW) but with an increase in fuel economy.[15]
The diesel engine that had been first introduced with the previous generation was complemented by a 2.8 L inline-six diesel, a first for the Japanese market.[14] This, the LD28, was introduced in October 1979, somewhat later than petrol versions, and remained in production until September 1985. It was uncommonly quiet and comfortable for a diesel of this period, and found a large proportion of private buyers.[16] It was originally only available with an automatic transmission; a five-speed model arrived in February 1980 (Vans and Wagons only received the manual option three months later).[12] Mainly for taxi and fleet use the more frugal 2- and 2.2-litre four-cylinderSD-series diesel engines also remained available.[11] These lower-spec models received four round headlights and the C-pillar window was made out of plastic rather than glass, as for the LPG-powered models with the 95 PS (70 kW) L20P engine.[13]
The 430 series Cedric was assembled and sold in Taiwan as theYue Loong Cedric 2.0 and 2.4. At first codenamed 806, it became the 807 after a minor facelift.
This was the last Cedric to be sold in many European markets, as the more compact (but still roomy)Laurel was now available with the same diesel engine and suited European needs better.[16]
| Nissan Cedric Y30 | |
|---|---|
 Nissan Cedric 4 Door Hardtop V30 Turbo Brougham VIP | |
| Overview | |
| Also called |
|
| Production |
|
| Assembly |
|
| Body and chassis | |
| Body style | 4-doorhardtop/sedan/wagon/van |
| Layout | FR layout |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,730 mm (107.5 in) |
| Length |
|
| Width |
|
| Height | 1,425 mm (56.1 in) |
| Curb weight | 1,475–1,610 kg (3,252–3,549 lb) |
The Y30 was sold from June 1983 through 1987. The diesel engine was popular for taxis in Japan, Singapore, and Hong Kong. In Taiwan, the Y30 was sold as theYue Loong Cedric 811 with a 2-litre four, or as theCedric 830 with the three-litreVG30 six.[20]
This generation saw the introduction of the PLASMA engine family VG series V6, which was inspired by anAlfa Romeo design due to a partnership that Nissan and Alfa Romeo had at the time.[citation needed] The Cedric was offered in three bodystyles; four-door hardtop, four-door sedan and station wagon. The trim level packages were numerous and offered increasing amounts of technology and convenience features on top level platforms. The top level package for the hardtop was called the V30 Turbo Brougham VIP, followed by V30Turbo/V30E Brougham, V20 Turbo Brougham, V20 Turbo F, V20 Turbo/V20E/28D-6 SGL, and V20E/28D-6 GL. The top sedan trim package in the home market was the V30 Turbo Brougham VIP. Below it sat the V30 Turbo/V30E Brougham, the V20 Turbo Brougham, the V20 Turbo/V20E/28D-6 SGL, the V20E Custom Deluxe, the Deluxe/28D-6 Deluxe, and the Standard. The lower grade variants were mainly available for professional use. The installation of a turbocharger was to provide better fuel economy and reduce tailpipe emissions as the Japanese pay a tax on the amount of emissions their car produces.
Beginning with the June 1985 facelift, Nissan offered aself-levelling suspension for the rear wheels on hardtop and sedan top trim packages. They also introduced "Super Sonic Suspension" system, which featured asonar module mounted under the front bumper that scanned the road surface and adjusted the suspension accordingly via actuators mounted on all fourMacPherson strut towers.[21] There was also a switch next to the steering wheel that allowed the driver to change between "Auto", "Soft", "Medium" and "Hard" settings. The speed-sensitive rack-and-pinion power steering could also be separately reduced for a sporting feeling, and the suspension setting would modify both the steering feel and the shift points on the automatic transmission. The feature was only installed on V30 Turbo Brougham VIP sedans and hardtops.
On the 4-door hardtop, the front driver and passenger seat belt shoulder strap was connected at the top to the ceiling, however, the upper portion could be detached, with the shoulder strap resting on the driver's and front passenger's shoulder without the seat belt hanging from the ceiling. The upper part would then swing up to the ceiling and could be fastened into place. This arrangement provided an additional benefit to the rear seat passenger opposite the driver because the front passenger seat could be pushed forward with the head restraint removed, providing the rear seat passengers an unobstructed view through the front windshield, and both side view windows, adding to the luxurious feel of a hardtop luxury sedan.
Nissan introduced a PIN activatedkeyless entry feature on the front exterior door handles. The doors could be unlocked, trunk opened and all windows retracted, as well as rolling up the windows and locking the vehicle. At the time of the 1985 facelift, the V20 Turbo Urban and Urban X replaced the earlier Turbo S and Turbo F variants. Less baroque than the earlier F, the Urban models were more dynamic and driver oriented, featuring modern alloy wheels and the new Super Sonic suspension system.[10]
The level of comfort, convenience items and chassis technology was vast in relation to other products offered at the time, and the buyer could choose from seemingly endless options. Some of the items included a digitally synthesized AM stereo/FM stereo radio tuner with the ability to listen to broadcast TV stations, and a cassette tape player with recording feature to function as adictaphone, stereo and cruise control buttons integrated into a fixed position steering wheel hub, and sonar-based backup sensors installed in the rear bumper. Rear seat passengers were also pampered, with the ability to control the stereo and climate control functions from a control pad located at the leading edge of the rear seat armrest, that could be dislodged from the armrest and function as a hand-held remote, along with separate reclining seat and backrest combined with a cellphone located inside the armrest compartment.
The Wagon and Van versions continued in production after the introduction of the succeeding Y31, Y32, and Y33 versions, with the Wagon version ending production in August 1999.[22] The wagon trim packages were the V20E SGL at the top, with an optionalDI-NOCwoodgrain appearance, the V20E/28D-6 GL, and the V20E Deluxe. Wagons (intended for private buyers) were mainly available with the 115 PS (85 kW) VG20E petrol unit and the 94 PS (69 kW) RD28 diesel engine (until March 1994).[23] The rear compartment opposite the driver had a rear quarter window that could be opened or closed from the outside by inserting the ignition key in addition to opening the rear tailgate from the back.
In Asian export markets, where the Cedric was popular as a taxi, it was available with a four-cylinder diesel engine. Initially, these were equipped with the old-fashioned, 2.3-litre SD23 engine, an enlarged variant of an engine first fitted to the Cedric in 1964.[24] The SD23 was replaced by the new, somewhat larger TD25 engine around the time of the mid-1985 facelift.
In European and many other export markets, the Y30 Cedric was sold as theNissan 300C beginning in 1984, continuing the naming system established in the beginning of the 1970s. It was meant to target the German luxury executive cars that dominated the class in the 1980s; the slightly less luxurious station wagon aimed for the Volvo and Mercedes-Benz station wagons.
It used the 3.0 L (2,960 cc)VG30E V6 engine and either a 5-speedmanual or a 4-speedautomatic. Fitted with the automatic with overdrive gearbox, the saloon had a max speed of 120 mph (193 km/h), with 0-60 mph (97 km/h) being achieved in about 8.4 seconds. The interior was trimmed in moquette cloth and featured adjustable front seats, adjustable steering wheel, power steering, air conditioning, tinted windows, and a LW/MW/FM stereo/cassette player. The sedan featured the same independent front suspension as the wagon, but had a five-link suspension system at the rear for improved ride quality.
The wagon's primary differences were a five-speed manual gearbox, and no air conditioning (for the UK market). The estate had steel wheels and rear drum brakes instead of the saloon's discs, and had one less exhaust silencer. It was altogether a less luxurious but more rugged car. There is a flip-up rear-facing seat in the cargo area, technically making the 300C wagon a seven-seater.
_Cedric.jpg)
In 1993,Great Wall started building clones of the Y30 (popular as an import) under the name CC1020.[25] From 1990 until 1998, Guangzhou-Yunbao also built the Y30 station wagon from JapaneseCKD kits as the YB6470.[19] The Yunbao came with the 2.0-litreVG20E engine, producing 96 kW (131 PS; 129 hp).
| Nissan Cedric Y31 | |
|---|---|
.jpg) 1987 Nissan Cedric Hardtop V20 Twincam Brougham | |
| Overview | |
| Also called | Nissan Gloria |
| Production |
|
| Assembly | Japan:Kaminokawa, Tochigi |
| Body and chassis | |
| Body style | 4-doorhardtop/sedan |
| Layout | FR layout |
| Related | |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,735 mm (107.7 in) |
| Length |
|
| Width |
|
| Height |
|
| Curb weight | 1,540–1,450 kg (3,395–3,197 lb) |
The Y31 was built from late 1987 through 1991 for private use, available as either Sedan or Hardtop versions. This generation was one of Nissan's most popular series, as the Japanese economy was robust before the advent of theJapanese asset price bubble deflation in mid-1991. As a result ofProject 901, the styling of this generation was more rounded, and additional attention was given to luxury accommodations and optional features. The trim packages were similar to the previous generation, with some changes. The top-level package for the hardtop was the V30 Turbo Brougham VIP, followed by the V30E Brougham VIP, V30 Brougham, V20 Twincam Turbo Brougham, RD28 Brougham, Classic SV (V20E or RD28 engine), Classic (V20E or RD28 engine), V20 Twincam Turbo Grand Turismo SV, V20 Twincam Turbo Gran Turismo, ending with the V20E Gran Turismo. The sportyGran Turismo version has short bumpers with a body kit and is powered by a 2.0-literVG20DET engine, which replaced the previous generation's Urban/Urban X. The previous SGL and GL models were replaced by the newClassic designation.
The Sedan version of the Y31 received a light facelift at the launch of the Hardtop Y32, and it was still in production up to 2015 for the Japanese rental fleet and taxi markets. The trim packages for the sedan started with the V30 Turbo Brougham VIP, the V30E Brougham VIP, V30E Brougham, V20 Twincam Turbo Brougham, RD28 Brougham, Classic SV (V20E or RD28 engine), Classic (V20E or RD28 engine), with the base model Supercustom (V20E or RD28 engine). The Brougham VIP package had three separate technology upgrade packages (Grade I, II, III), while the Brougham had two for the sedan and hardtop. A limited edition long-wheelbase model was built byAutech.
As before, the options list was extensive. New items that appeared were the replacement of a broadcast TV tuner with a Sony CD player coupled with JBL speakers and a humidifier for backseat passengers. "Super Sonic Suspension" was no longer offered, and instead, the MacPherson struts were optionally installed with internalair chambers combined with trailing lower control arms. In contrast, the standard suspension consisted of MacPherson struts for the front wheels and coil springs and shock absorbers for the rear suspension. A cellular phone continued to offer hands-free convenience by dialing the phone number on an integrated keypad on the stationary steering wheel hub, with the handset inside the front armrest compartment. In June 1989 the Nissan Cedric with the VG20DET offered the world's first full range electronically controlled 5-speed automatic transmission, theJatco 5R01.[26] At the same time, the engine received an intercooler and a resulting power increase from 185 to 210 PS (136 to 154 kW).
The wagon and van versions of the previous Y30 Cedric remained in production alongside the Y31 sedan and Y32/Y33 Hardtops. The wagon finally ended its run in August 1999, ceding load-carrying abilities to the Cedric-basedNissan Presage.[22] The six-cylinder diesel engine was also updated in August 1999, changing to the cleaner and somewhat more powerful RD28E engine which has anelectronically controlled, distributor-type fuel injection pump.
A sedan version for fleet use was released in 1991. The fleet model Y31 ended production in 2015 and was last updated in 2012.
Engines:
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Most of the information in this article was translated from the Nissan Cedric article on Japanese Wikipedia atja:日産・セドリック.
| Nissan Cedric Y32 | |
|---|---|
 | |
| Overview | |
| Also called | Nissan Gloria |
| Production | 1991.06–1995.06 |
| Assembly | Japan:Kaminokawa, Tochigi |
| Body and chassis | |
| Body style | 4-doorhardtop |
| Layout | FR layout |
| Related |
|
| Powertrain | |
| Engine | |
| Transmission |
|
| Dimensions | |
| Wheelbase | 2,760 mm (108.7 in) |
| Length |
|
| Width |
|
| Height | 1,390 mm (54.7 in) |
| Curb weight | 1,660–1,710 kg (3,660–3,770 lb) |
The Y32 Cedric, only ever available in a Hardtop version aimed at private buyers, was a reskin of the Y31 model. The Y31 Sedan continued in production alongside the Y32, intended for commercial and institutional uses. The Cedric had a market reputation appealing to an older demographic, while the sister carNissan Gloria, which has a more performance oriented reputation, aimed for younger buyers. This model shared much of its mechanicals with the newly releasedCedric Cima which was a sales success for Nissan. The introduction of the Cima began to siphon off buyers who normally purchased the Brougham and Brougham VIP, with the Cedric Brougham VIP being the rarest. Worldwide the number of VIP Brougham on Japan's Nissan Motors database is less than 17 to date.
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The Y32 was produced from June 1991 through 1994. It has hadSOHC andDOHC versions of the VG series V6, alongside the inline sixDiesel 2.8 version. A four-cylinder engine was never available as the Y32 was only ever marketed in more upscale versions. The performance oriented Gran Turismo reverted to four round headlights, giving the vehicle a similar appearance to the BMW 7 Series sedan sold at the time. Manual transmissions were no longer available. Power window switches were illuminated for easy location at night. The parking brake was no longer operated by center-mounted hand-operated handle, instead relocated to a pedal next to the brake pedal. Interior lighting operates gradually when any door is opened, a shortwave radio tuner is included with the stereo system, and maintenance reminders are also added.
In September 1994 and January of the following year, Granturismo and Brougham versions of the lesser two-litre six-cylinder version were added. Production ended in May 1995 before in June introduction of the succeeding Y33 Cedric Hardtop.[28] The Y31 Sedan remained in production for commercial use.
Engines:
Most of the information in this article was translated from the Nissan Cedric article on Japanese Wikipedia atja:日産・セドリック.
| Nissan Cedric Y33 | |
|---|---|
 | |
| Overview | |
| Also called | Nissan Gloria |
| Production | June 1995 – August 1999[28] |
| Assembly | Japan:Kaminokawa, Tochigi |
| Body and chassis | |
| Body style | 4-doorhardtop |
| Layout | FR layout |
| Related |
|
| Powertrain | |
| Engine | |
| Transmission | 4-speedautomatic |
| Dimensions | |
| Wheelbase | 2,800 mm (110.2 in)[34] |
| Length |
|
| Width |
|
| Height | 1,425 mm (56.1 in) |
| Curb weight | 1,660–1,715 kg (3,660–3,781 lb) |
The Y33 was sold from June 1995 through June 1999. The VG series engine was replaced with the newly developed VQ series (except for the initial lower level versions).AWDATTESA E-TS, also found on theSkyline,Laurel andStagea, was added to the options list. One of the major advantages of the VQ series over the VG series was the aluminum alloy block and heads, helping to reduce weight. This generation of the Cedric was also built in LHD for export to Middle East markets. Export versions generally received the VG30E engine, with outputs from 130 to 143 PS (96 to 105 kW) depending on the octane rating.[35]
Engines:
Most of the information in this article was translated from the Nissan Cedric article on Japanese Wikipedia atja:日産・セドリック.
| Nissan Cedric Y34 | |
|---|---|
 1999 Nissan Cedric | |
| Overview | |
| Also called | Nissan Gloria |
| Production | 1999–2004 |
| Assembly | Japan:Kaminokawa, Tochigi |
| Body and chassis | |
| Body style | 4-doorhardtop |
| Layout | FR layout/AWD |
| Powertrain | |
| Engine | |
| Transmission | |
| Dimensions | |
| Wheelbase | 2,800 mm (110.2 in) |
| Length | 4,860 mm (191.3 in) |
| Width | 1,770 mm (69.7 in) |
| Height | 1,450 mm (57.1 in) |
| Curb weight | 1,580–1,610 kg (3,480–3,550 lb) |
The Y34 entered production in June 1999 and lasted through to October 2004.[37]
The line-up consisted of the 250 L and LV (naturally aspirated 2.5-litre V-6), 300LV (naturally aspirated 3-litre V-6) and 300LX/300VIP (3-litre turbo V-6), all with rear-wheel drive; additionally there was the 250 L/LV Four featuring all-wheel drive and a turbocharged version of Nissan's 2.5-litre inline six also seen in theSkyline.Prices (in 1999) ranged from ¥3,110,000 for a base 250 L to ¥4,940,000 for the ultra-luxurious 300VIP.
For model year 2000, it won theAutomotive Researchers' and Journalists' Conference award in Japan in two categories; Car of the Year and Technology of the Year for theNissan Extroid CVT transmission.
Direct injection is added to all V6 engines for improved performance and reduced emissions, signified by the "DD" designation in the engine model number. AWD is only available on vehicles equipped with the RB25DET engine. ACVT (a rare case for an RWD-based vehicle) was available on the 300 VIP-Z and 300 LX-ZS trim levels. Top level Cedrics are comparable to the parallel lineNissan Cima, which occupies a market slot just beneath theNissan President.Autech released a special 40th anniversary version of the Cedric, with the VQ30DET engine. Satellite guided navigation is added to this generation.
A one-off Y34 roadster built by Nissan for theTokyo Yakult Swallows for use as abullpen car remains in use as of 2017.[38]
In October 2004, the last Cedric hardtop was built, after which it was replaced by theNissan Fuga. The Cedric nameplate remained available on the Y31-series sedans for commercial users until 2015.
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Older models of the Cedric appeared in many various Asian movies and TV dramas on different roles, most prominently as taxis (especially in Hong Kong) as well as police cars. In Japanese movies and TV shows they were used as civilian vehicles, taxis as well as police cars; notably appearing in the crime dramasTaitokai (大都会 in Japanese) andSeibu Keisatsu (西部警察) (1979–1984). The Cedric was used as a police vehicle, alongside theLaurel and theGloria, with most of them being wrecked in Seibu Keisatsu, with the exception of the 430 model Cedrics that were used as marked police cars. A 1963 model appears in the filmThe Big Steal, as the car given to the protagonist by his parents.
