Seventh Generation Y30
| Also called | Nissan Cedric Yue Loong Victory 830 (TW) Yue Loong Victory 3000 (TW) |
|---|---|
| Production | 1983-1987 |
| Assembly | Miaoli, Taiwan |
| Body style | 4-door hardtop/sedan 5-door wagon/van |
| Layout | FR layout |
| Engine | 1,974 cc CA20S I4 1,998 cc L20P LPG I6 1,998 cc VG20E V6 1,998 cc VG20ET V6 turbo 2,960 cc VG30S/VG30E V6 2,960 cc VG30ET V6 turbo 2,289 cc SD23 diesel I4 (export only) 2,792 cc LD28 diesel I6 2,825 cc RD28 diesel I6 |
| Transmission | 4-speed automatic 4-speed manual 5-speed manual |
| Wheelbase | 2,730 mm (107.5 in) |
| Length | 4,690 mm (184.6 in) 4,860 mm (191.3 in) (VG30) |
| Width | 1,690 mm (66.5 in)) 1,720 mm (67.7 in) (VG30) |
| Height | 1,435 mm (56.5 in) 1,500 mm (59.1 in) (Wagon/Van) |
| Curb weight | 1,275–1,505 kg (2,810–3,320 lb) |
June 4, 1983 saw a major restyle of the previous generation for all versions of the Gloria. Sedans used for taxi service utilized four round headlights whereas other versions upgraded to European style halogen headlights.
The straight-six engine, which had been used for many years, was upgraded to an all new V6-design, called the VG series engine which made its debut in the Cedric/Gloria. This was the first, mass production V6 engine built in Japan. The VG range uses fuel injection rather than carburetors for fuel delivery. The VG20ET was turbocharged, for better performance while staying within the Japanese tax parameters for a compact car. The twin-carbureted four-cylinder CA20S engine was fitted to the lowest-spec versions (standard, De Luxe). This four-cylinder was also available in a version built to run on LPG fuel, meant to be used for taxi service. From February 1984 there was also a six-cylinder L20P, which also ran on LPG. In June 1984 the powerful 3-litre VG30ET turbo V6 was introduced.
Trim levels offered were the Brougham, SGL, Grand Edition, GL Grand Edition, GL and the Standard. In June 1984 the Brougham VIP appeared as the top level car. The Jack Nicklaus special edition, introduced with the previous edition, was a sales success for the company and continued to be offered as a hardtop and only with a turbocharged engine. Electronically modified air suspension also appeared in June 1984.
For the four-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 passenger's shoulder so that rear passengers could have an unobstructed view from the rear seat without the seat belt hanging from the ceiling. The upper part would then swing up to the ceiling and could be fastened into place.
June 1985 saw mild exterior changes, with the biggest mechanical change being a variable nozzle for the VG20ET turbocharged engine. The diesel straight-six engine LD28 was also upgraded to the RD28 Straight-6 engine. A sonic modified suspension system was added to the options list, with an upgrade to MacPherson struts for the front and a rigid link coil suspension for the rear.
Export versions usually received the diesel sixes or the three-liter six-cylinder engines, although there was also a version with the four-cylinder 2.3 litre SD23-engine, producing 74 PS (54.4 kW) (SAE net). With nearly exactly the same specifications as the Japanese market engine, the fuel-injected three-liter six claimed 166 PS (122 kW) (SAE net) or 155 PS (114 kW) (DIN) in export, as opposed to 180 PS (132 kW) JIS in Japan. There was also a carbureted version available in some markets such as the Middle East, with 148 PS (109 kW) at a lowly 4,800 rpm.
Read more about this topic: Nissan Gloria
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