DATSUN after NISSAN

 

The 1960 Nissan Cedric, developed out of the Austin A50, soon became available with a 10 cm longer rear compartment, to comply with broader small car standards, next to the shorter model on which also the 1961 wagon was based.  The 1963 Cedric Custom had a 6 cm longer front compartment as well, resulting in a 269 cm wheelbase, while the off-small car Special was extended another 14.5 cm before the cowl to give room to the 2.8 litre 6-cylinder engine.  So, by February 1963, Japanese customers had a choice of four wheelbases.  A diesel would arrive in 1964 in the short front/long rear compartment model to suit taxi use.

Nissan Cedric (130 series)/ Datsun 2000/2200 Diesel/2300/2400

The appealing Pininfarina-styled Nissan Cedric (130 series) initially was also called so in the export.  By 1967 the Datsun brand came in and all 2-litre models, 4-cylinder ohv, or 6-cylinder ohv and ohc were called Datsun 2000.  For the export, the engine was bored out beyond the small car 2.0 litre limit resulting in Datsun 2300 and later 2400 with a larger stroke (and actually the same engine dimensions as the famous 4-cylinder L16 engine, used in the Bluebird 510).  Wagons were available with 2-litre gasoline engines only.  In the export, the 2.2 litre diesel was initially called Nissan Cedric Diesel, then Datsun Diesel and finally Datsun 2200 Diesel.  All Cedrics now had the 269 cm wheelbase, while ‘large car’ buyers could opt for the Nissan President.  In South Africa, both the Datsun 2300 (1969) and 2400 (1971) retained the original front with the sloping bonnet.  Holland would choose to name the next generation 240C initially Datsun 2400 as well.

Nissan Cedric/Gloria (230 series)/ Datsun 200C/220C Diesel/240C/260C

The 1971 models received a decent coke bottle shape and included a 2-door hardtop as an answer to the Toyota Crown hardtop.  Nissan made a step further in the summer of 1972 with adding rear doors to this hardtop design, unique among Japanese makes, and denied for the export (until the 430 series).  Domestic hardtops had oblong headlamps.  A longer-stroked 2.6 litre engine took the model in Japan beyond the small car standard in autumn 1971 and replaced the 2.4 in the export a year later.  Datsun 200C in the export had an ohv 4 or an ohc 6-cylinder.  Gloria Super Deluxe, GL and GX models lost the hood ornament in mid-1972.

Cedric and Gloria offered the same engine/transmission choices (though there was no Gloria wagon in the 230 car series, nor a diesel), and were priced equally, with 3 out of every 4 a Cedric in 1971.  Not counting wagons, 1 out of every 6 Cedrics was a hardtop, and 1 out of every 4 Glorias.  The introduction of the 4-door hardtop in August 1972 resulted in a doubling of hardtop sales.  In 1971, Cedric/Gloria combined sold equally to Toyota Crown, which model also was renewed by February 1971, a week before the Nissans, compared with 60% Crowns in 1970.  In 1972, the Crown share became 40% with Cedric outselling Crown, which didn’t offer a 4-door hardtop body style.  In the second half of the run of the cars, 1 out of every 3 Cedrics was a hardtop, and almost half of the Glorias.  The Cedric took 38% of the market segment, the Gloria 15% and the Toyota Crown 47%, while the old-fashioned Mitsubishi Debonair took about a half percent.

In later years, 20% of the Cedric/Glorias had a 4-cylinder gasoline, 9% was a 2.6, 3% a diesel, and the remaining 68% were 6-cylinder 2-liters.

Nissan Cedric/Gloria (330 series)/ Datsun 200C/220C Diesel/260C/280C

The next generation came in late June 1975 on the same chassis, with a more pronounced coke bottle shape, and old-fashioned at that time.  All body styles were retained.  A bored-out 2.8 litre engine came available in Japan, but would replace the 2.6 in the export only two years later.  The 4-cylinder 2.0 engine was restricted to the taxi.  In Taiwan it was soon replaced by the 6-cylinder 2.4 engine.  In the early summer of 1977 the 2.2 diesel was added in Japan (still in the ‘small car’ class), introducing the diesel in the Gloria and (commercial use) wagon.  Oblong headlamps were used in the Japanese market 2-door hardtop (and by mid-1977 in the 4-door hardtop F-Type), as well as in the YLN-805 and New Zealand’s Datsun Brougham sedans.

Nissan Cedric/Gloria (430 series)/ Datsun 220C Diesel/240C/280C (Diesel)

This generation arrived early June 1979 (three months before the new Toyota Crown) and adopted a live axle with coils at the rear (over 25 years later than the Crown), except for the wagons.  There was still a hip up in the panelling, except for the hardtop (the 2-door was deleted).  The double headlamps were now rectangular, except for the base model, but Europe used the single rectangular headlamps of the hardtop that was not sold there.  Upper models (Brougham in Japan) received a hood ornament (incl. the export 280C wagon), but not in Europe.  In Japan, and not available in the export, the 6-cylinder 2.0-litre engine (soon also with turbo) remained the main engine, while for taxis and hire use the 4-cylinder 2.0 diesel, and a Z20P cross-flow 4-cylinder ohc LPG engine were offered.  The 2.4 gasoline engine was again available in the export, as an alternative for the 2.8.  New was a 2.8 diesel, in the ‘small car class’ as well.  Gloria diesels were deleted by April 1981 (except for wagons and taxis).  Cedric/Gloria combined outsold Crown in 1980 only just, but this changed the next year.  By 1981, Gloria hardtop sales exceeded those of the sedans.

 

 

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Japanese Cars 1962-1977