(first posted 5/5/2014) I’d like to introduce you to my favourite Japanese car; the Datsun 260C sedan, aka Nissan 330 Cedric. For this article, I’m going to look at the intermingling of the Japanese car industry and Italian styling houses through the progression of this model, hopefully shedding some light on a little understood collaboration and taking a step in giving credit where its due.
In 1952, Nissan entered an agreement with Austin Motors of England to licence the production of motor cars. By 1955, the Austin A50 Cambridge was at the top of the Nissan passenger car hierarchy, but with the domestic economy still recovering, these were not a local success. Toyota, which had eschewed licensing vehicles from outside, developed the Crown and by 1957, it was being exported to the USA. For Nissan, onerous licensing fees and corporate pride had them eager to step out on their own.
Nissan launched its own premium car, the Cedric 30, in 1960. Design chief Shozo Sato was responsible for the lines. An engineer by training, he had impressed executives at Nissan with his excellent watercolour rendering and was appointed head of the fledgling styling office. The Cedric was a conservatively styled saloon, but it did demonstrate lessons learned from the Austin affiliation; and compared with cars such as the Opel Rekord or the Standard Vanguard, it held its own.
Those stacked headlights were not a bid at preempting the 1963 Pontiac, but were instead inspired by the Tobu JNR 151 commuter train from the late 50s. The 680 truck received this treatment as well, and it was also considered for the Junior pickup. The curved windscreen on the Cedric 30 was, however, evidence that designers were trying to emulate overseas styling advances, albeit a little late.
In 1960, Prince Motors (not yet merged with Nissan) exhibited the Michelotti-styled Skyline Sport at the Turin Motor Show. By all accounts, this was the first time a European design house had been involved with styling a Japanese car. It initiated a rush. By the mid-sixties, Michelotti had also worked with Hino, Ghia with Isuzu, Bertone with Mazda and Vignale with Daihatsu. For Nissan, Pininfarina was the chosen carrozzeria.
The first result of the Nissan/Pininfarina union was the 1962 410 ‘Bluebird’. A cohesive and contemporary design, its most distinctive feature was the shallow scallop along the body side. As a Pininfarina styling cue, it first appeared on the 1956 Alfa Romeo 6C 3500 Super Flow.
Clockwise from top left: Alfa Romeo 6C; Cadillac Jacqueline; BLMC Berlina Aerodynamica; Lancia Gamma
The 1961 Cadillac Jacqueline used it in a fashion similar to its adoption on the 410, as did the 1968 BLMC 1100 Berlina Aerodynamica, and it was still being used by Pininfarina in 1976 on the Lancia Gamma Coupe. Fine bloodlines indeed.
As we linger on the Jacqueline, I take pause here to explain the Japanese/Italian link in a bit more detail. The Pininfarina Catalogue Raisonné, which is considered the official record of output, features no Japanese cars among nearly 500 vehicles from 1930 to 1990. These omissions are not explained, but the Italdesign/Giugiaro Catalogue Raisonné hints at a possible reason: ‘Japan’s auto manufacturers are not too keen to have it known that they have asked an outside designer to do work for them’. Equally, it’s possible that the design put to manufacture is not the same design as delivered by the styling house, who perhaps might not want to be associated with a work that they don’t consider ‘theirs’.
For the earlier-mentioned Japanese/Italian unions, the result was usually a halo two-door sports car and the link with the design house publicised. But the 410 was not, until very recently, openly acknowledged as a Pininfarina design.
Back to the top-of-the-line Nissan Cedric. The 1963-65 31 model had the same body as the stacked light 30 with a new face. Given the timing of the redesign, it’s likely this update was at the advice of Pininfarina. In 1962, Nissan had also released the Cedric 50, a longer-wheelbase variant with extra length in the rear doors.
Credit to Pininfarina for the 130 Cedric, as with the 410, has only recently been promoted by Nissan. This sketch is dated December 1962. It features a side scallop with a chrome strip running along its centre, à la Jacqueline. The overall design is a more squared-off arrangement, in keeping with international trends following the tailfin era. For the production 130 Cedric, the rectangular headlights were not to be used. Nor was the stepped front bumper.
If the 410 was a confident step in the right direction, the 1965-68 130 Cedric was a giant leap. Some of the cues from the December ’62 sketch are present, including the body-length scallop, but this design is a far more sophisticated solution.
I would go so far as to say this was one of the better Pininfarina four/five doors of the sixties. While it doesn’t match the sheer brilliance of the BLMC Aerodynamica or the beauty of the 1960 Peugeot 404 Wagon, it is–to these eyes–a more attractive solution than the 1963 Austin Morris 1100 and 1966 Ika Torino (pictured above).
The longroof variant is just as well conceived. A delicate greenhouse, crisp lines and balanced proportioning combine to provide sure competition for the Toyota Crown. And there were few contemporaneous European cars of this size and utility as pleasingly resolved. Overall length of the saloon had not differed from the 30, but the height had been reduced by fifty millimeters (about two inches), and the improvement in visual effect was more than apparent.
The 1968-71 130 Series Mark 4 was an in-house update. The front end of the car was totally revised to the extent that it appears to be a completely new model, from this angle at least. I won’t yet focus on the many different names of these cars, but I will point out that in Australia, the model name ‘Cedric’ was dropped and replaced with ‘Big Datsun Six’ for these versions.
This carefully chosen angle of the 1969 Plymouth Fury in no way implies that the US stylists were looking over the shoulders of their Japanese counterparts. But it does suggest that the Japanese stylists were capable of producing design solutions the match of their international peers, even if they did have a great head start on the 130.
And if there are any doubts as to the Japanese in-house capacity to produce a great looking large(ish) saloon, the 1971-75 230 Cedric should put them to rest. The Z and 510 were styled in-house, as were the slightly less attractive Crowns and others, but with the 230 we have one of the best examples of ‘baby US fullsize’ ever designed. This harmonious amalgam of fuselage, cokebottle and Florida crease is an out-and-out success. You can perhaps see other makes in this design, but none predominate. As with the best of the US big three, this is a style in and of itself.
Thanks to the help of Aaron Severson from Ate Up With Motor, I have been able to put a name and some context to the 230’s design. The publication of ‘Fairlady Z Story, Datsun SP/SR & Z’ (Yutaka Katayama and Yoshihiko Matsuo, Tokyo: Miki Press, 1999) lays clear that Yoshihiko Matsuo was the primary stylist of the legendary Z sports car. And in it Matsuo also states that the 230 was his design.
To continue Aaron’s summary:
Matsuo says in that account that cars like the 230 and the 610 Bluebird came about in part as a response to the success of the E10 Corolla (late 1966) and T60 Corona Mark II (Fall 1968), which both had semi-fastback profiles. (There was also the E15 Corolla Sprinter coupe, although he doesn’t mention it specifically.) Matsuo says Nissan’s design chief had previously insisted that everything be very boxy and upright for the sake of packaging efficiency, but sales of the Corolla/Sprinter and Mark II demonstrated that buyers were as interested in styling as anything else, which made Matsuo’s superiors more receptive to sleeker shapes.
The 230 wagon was an equal styling success. Pictured is the commercial variant, the 230 van. Both the van and wagon had a unique feature; the rear quarter side window retracted. You can just see the keyhole near the end of the rear quarter panel. Insert your key, twist and the window winds down electrically so you can place your groceries in from the sidewalk.
Two new body variants were introduced with the 230 series. The four-door hardtop featured above, which complemented the pillared four-door, and the absolutely gorgeous two-door hardtop. Evident on this model is some of the fussy detailing associated with Japanese cars, particularly those wheelcovers and wing mirrors. But the overall result is outstanding.
And now we come to my personal favourite, the 1976-79 330 Cedric. Matsuo had left Nissan by this time, but this model was an in-house upgrade of his 230 body. As some people prefer the ascetic 1965 fullsize Chevrolet to the more zaftig 1967 model, I can understand those who prefer the 230 over the 330. But I find the latter to be a fuller expression, with a number of its styling elements slightly more elaborated.
There is the hint of Oldsmobile dogbone in that face but this is in no way a slavish copy. In truth, this is another conservatively proportioned saloon. But when those proportions are as well-balanced as these, then the results are more satisfactory than mediocre designs resulting from more ambitious undertakings. I love my European saloons, but I still consider the most successful US fullsize designs to be the ultimate expression of the four-door sedan and wagon. And this works exceedingly well within that idiom.
This is my favourite perspective. I love the fullness of the volumes. I love the angles of the edging. I love the space-age lenses. I just really love the design of this car. But rather than bore you with more of my lyrical waxings, let me explain some of the broader aspects of the 330 Cedric as I take you through the other body variants.
According to World Cars 1979 and Wikipedia, seven engines were available: a 2.0 litre I4; an I6 in 2.0, 2.4, 2.6, and 2.8 liter displacements; and 2.0 and 2.2 litre I4 diesels. Power outputs ranged from 60 hp to 145 hp (JIS), fed to the rear wheels through a three-speed Jatco auto, or four and five speed manual transmissions. At about 184.6 inches long (188.4 inches for the Brougham), and 66.5 inches wide, on a 105.9 inch wheelbase and a track (front and rear) of 54.3 inches, these were not big cars by our standards today. They were built on a unit body and supported by coil-sprung wishbones up front and a rigid rear axle with semi-elliptic leaf springs.
Overseas markets received this range as the Datsun 200C, 220C, 260C and 280C. They were assembled in Taiwan and sold as the Yue Loong 805 and in Japan, they were marketed as Nissan Cedric and Gloria.
After the 1966 merger with Prince Motors, the top-of-the-line, Michelotti-designed Gloria initially continued as a completely separate design and model. At the suggestion of Matsuo, however, the Cedric and Gloria ranges were consolidated for the 230 series in 1971. This continued through the 330 until the end of both lines in 2004. The Gloria is considered a different model in the Japanese market, but for obvious reasons is mentioned within this narrative.
And for those of you who like the more idiosyncratic aspects of Japanese cars, here is a later model in the series, with a face only a mother could love. Rectangular headlights were offered on some earlier 330 two-door hardtops, but by the end of the series they–along with a redefined grille–had spread to the four-door hardtop in some markets.
I end my Cedric story with the 1979-83 430. Based on the 230/330 shell, it enhanced the “dynamic thrust” styling of its immediate antecedents. It also eliminated a lot of the character. Pininfarina was apparently brought back to work on this model. Around the same time, Nissan engaged Italdesign to help with their range of smaller cars. This leaves me feeling as perplexed as Jack Nicklaus looks. Why was outside help sought again? Is the later face on the 330 coupe evidence that the in-house capacity at Nissan needed a reboot?
My uncle used to tell me “You can teach a person to draw, but you can’t make them an artist”. By bringing in Pininfarina (and slightly later Albrecht Goertz), Nissan took the opportunity to learn how to draw. But the artist existed already within certain individuals. All they needed was the facility to express themselves.
Names such as Yoshihiko Matsuo are finally earning greater recognition, but there are others who still remain anonymous. Not everything that emanated from the Japanese motor industry was a styling success. Far from it. But a great many outstanding designs were released and for a long time, I was guilty of prejudiciously ignoring their merits.
That wagon looks very much like a mini 67 Vista Cruiser.
Oldsmobile was my first thought too with several of those photos. The grille, hood, and headlight treatment is very 1966-67 Cutlass.
Excellent article, Don. Your very last sentence closely resembles my long held view on Japanese cars.
You have a very good point on the styling influence seen on these cars. The 230 two-door has tail lights very reminiscent of the ’65-’66 Ford Mustang; the ’68 Ika Torino mimics some elements of the Rambler American.
As one who has never viewed a Cedric, you have now tapped into my interest. Thank you for expanding my horizons.
“the ’68 Ika Torino mimics some elements of the Rambler American.”
That’s because they are basically the same car. IKA was AMC’s Argentine operation. They also built the ’65 Ambassador well into the 70s.
Thank you. I did not realize this.
IKA was not part of AMC, but rather was the Argentine spinoff of Kaiser-Willys, which is why the Torino used the 230 cid “Tornado” OHC six from the early Wagoneer. The Torino wasn’t exactly an American, but sort of a hybrid of the American and the early-60s Rambler Classic. (A Torino is bigger than an American.)
The Torino came about because IKA needed something to replace the Carabela, which was based on the old Kaiser Manhattan and used the same tooling. When the tooling was worn out, IKA considered developing an all-new body, but ultimately made a deal with AMC, presumably because that route was cheaper.
But in any case, the Torino was not an imitation of an AMC design, but an authorized adaptation.
Yea, I saw Rambler American at first glance. Wikipedia has the whole story:
https://en.wikipedia.org/wiki/IKA-Renault_Torino
I see Mustang too in that coupe, but I see it more as the 69.
I really like the styling of that gold Nissan Leopard in the 2nd-to-last photo. Very clean and contemporary, with sporty proportions. That last photo of a concept is interesting too. Great read, thanks Don.
When I was 14/15 (1988/9ish) our neighbours had a Leopard like that. There’s a coupe version too; they’re basically R30 Skyline/C31 Laurel/G910 Maxima underneath, so were available with a huge range of engines. I recently bought several JDM Leopard brochures from eBay, the varieties of spec levels were mind-blowing! Anyway, I can confirm they look fantastic in person! Sadly I haven’t seen one in person for several years now 🙁
The Cedric name lived on there are many in NZ mostly used imports my brother had a 82 Cedric that had been a cab somewhere it had a horrendous number of kms racked but still ran ok. Skyliner will be along later no doubt with a whole rundown on them he is a Nissan fanboi.
Oh yes!
My Cedric memories are limited to taking them as taxis when I lived in Jeddah, Saudi Arabia. These were a special high-roof taxi version not unlike a Toyota Crown Comfort. All of them to a one, had glowing airbag lights, many had telltale duct tape of the wheel where it once was.
I still remember shaking along down the road, hoods vibrating, the steering wheel at a 90 degree angle to keep going straight, and many other maladies of cars maintained to middle eastern standards.
these are the standard cab in today’s Japan, too, along with the Toyota Crown Classic. they are literally ubiquitous (and have automated doors in the back! gotta love Japan!)
Great post. I had the private car (with driver) version of the taxi Cedric when I moved to Beijing in 2001. It was black – the Chinese like “official-looking” sedans – and the interior was that medium brown velveteen the Japanese really liked for some reason. It did have reclining rear seats, which was a nice touch. Toyota had a similar model based on the Crown Comfort, but they didn’t seem to make the jump across the pond the way the Cedrics did.
I think the Cedric taxi only just went out of production, and there were still many on the road the last time I visited Tokyo. Not bad, but the Crown Comfort remains my favorite taxi.
I was thinking “that Cedric Mk. 4 looks very Fury-like”, then a Fury scrolls up from my taskbar..
Nice article , I loved the photos of the earlier Datsuns especially .
-Nate
A very write up on a car I didn’t know much about. It does indeed have some very nice proportions. As is the usual case with cars that go from quad round lights to dual square ones the look is ruined. Suffers from ugly hub caps like most Datsun/Nissans of the era.
Nice cars,I thought i was the only fan of these cars Thanks Don
Thank you for the awesome article. I’ve always been interested in the Nissan Cedric (Datsun 260C). What I’ve never understood was why it was offered in most other markets, but never the North American market, and in particular, the United States, not even under the Datsun name. I would’ve thought that if this model were offered, it would’ve given car buyers something different to look at besides the Fairlady Z, Datsun Sunny (B210), Bluebird (810). My favourite models are the Cedric 230 and Cedric 330. My favourite body styling has always been the station wagon.
I don’t know about Nissan specifically, but in the late ’60s and into the ’70s, Toyota was reluctant to push their big Crown too hard in the U.S. (they did import it for a while, but it never got the same marketing support as the smaller cars) because they didn’t want to go against the domestics directly. (Given AMC’s track record in doing that, it was probably a valid concern.)
I don’t know that Nissan was doing all that well with the Datsun 810 in this period — I think their U.S. business depending pretty heavily on the smaller cars and the ZX — so they may have decided that there wasn’t much call for a slightly bigger model. I have to wonder if there was a certain amount of ego involved as well. At home, the Cedric/Gloria and Crown were pretty much the top of their lines, but in the U.S. in the ’70s, they would have been perceived as compact economy cars by a lot of people. (A 331 Cedric was roughly the size of a Ford Fairmont minus the big bumpers.)
Presumably there would be same cost implications as faced by European makers with cars that were designed for a more expensive market position, so they would be less competitive than the smaller cars, as well as facing more domestic competition.
Then there is the issue of the product being ready for the market. Driveability of Japanese domestic cars was not always their strongest point given the primarily low speed use they were designed for. The large cars were very much oriented to comfort over handling.
I think the dynamics of the big Japanese cars were driven to a large extent by buyer demographics. There were a lot of sporty two-door hardtops and GT coupes (of varying levels of competence) in the smaller, cheaper lines, but in the home market, the bigger cars were so much more expensive to buy and own that they mostly went to conservative, often older buyers — the kind who bought Lincolns and Cadillacs in the States.
We get them with the skinny JDM tyres and comfort tune suspension, terrible to drive they are a struggle to drive at our speed limit on the open road, more suited to motoways and smooth city streets, the after market wheel tyre and suspension component industry is thriving.
Why do you reckon Toyota was so reluctant to release the Crown? I would’ve thought that people would’ve want to know what Toyota was capable of building, that they could build something other than small, light, economy cars.
Why was that? They seemed like good cars for people who like Toyotas and Datsuns, but want something bigger, more American sized. I’m not against the Toyota Supra and the Datsun/Nissan Fairlady Z, but not everyone needed a sports car. Not everyone needs a small car. I would’ve bought a Datsun 240C, a 260C, a 260C or a Nissan 300C, if it were available here in the USA.
Don, a most worthy article on a subject that I have long been interested in but never unraveled. This was a great way to start the day here over breakfast on vacation.
I’ve always been very fond of the 130; an excellent design, and one that clearly hints at the Peugeot 504 to come. Of course the front end is right out of the Pininfarina catalog, as used on the BMC Landcrab.
The 230 is certainly an excellent design, it really embodies the very best of Japanese indigenous design of the times. The coupe and four door hardtop are superb.
The 330 is decidedly more challenging for me, especially that huge hip kick-up, which starts so early. I have a hard time with that. But I love it for the eccentricity of it, and the rear end (and that wild coupe front end) are about or near the zenith for this period, which is really skating a fine line into the realm of camp.
Thanks again for this; a great addition to our growing design analysis posts.
Agreed.
Yep, it’s that hip kickup that seals it for me. Sort of like the difference between Claudia Cardinale and Sophia Loren. Both exquisitely beautiful and only differentiated by one’s taste. Have a great break, Paul.
Another favorite, especially with the taxi package featuring a diesel and vinyl bench seats. I was particularly fascinated with the wagon version; it was the first car I ever saw with two wipers on the rear window. Particularly loved the 330 version of it.
Nice work, Don. Glad I could help in some small way.
Much appreciated, Aaron.
That was a nice writeup, Don Andreina, and I learned a lot. A great example of automotive “infotainment,” if you will.
That said–and this may well be my failing alone–what this essay shares with occasional other CC articles is its sometimes leaving me wondering, “is the text I’m reading now discussing the picture above, or leading to the picture that follows?”
Nonetheless, I’m a devoted CC reader, and recommend it to many!
Terrific question about the location of pictures vs text about it.
As a general rule, the text about a picture goes below. There are occasions where somebody may lead up to the next picture, but is not a direct reference. For instance I might say “and next to the Datsun was….”
Hopefully this helps.
Thanks Sally. There was some editing from my original image/text flow. The result of this is more pics, but it has thrown the narrative slightly off. I think the article is better for it, though.
I like the featured car in the first pic. It is a little beat up and goodly amount of wear and tear on it but it still looks nice and I have to admit, I would not feel ashamed one bit to drive/own that car in that condition as it is a survivor that is still somebody’s daily driver years after it was made.
I could never get Nissan’s reasoning behind some of its names(such as the Gloria, Cedric, Fairlady etc)
“Fairlady” was inspired by My Fair Lady, which Nissan’s president had seen and loved on Broadway during a trip to the States. I don’t know about Gloria, which was originally a Prince.
I sense a Mopar vibe in that 330 Cedric…
And I really REALLY want that 230 Cedric 2dr hardtop and its sister 4dr hardtop… WANT!!!
They should be old enough for you to bring one in – if you can find one!
I cringe at the shipping costs…
I’ve always liked the 1968 Dodge Polara and Monaco front end styling. It’s a shame that it didn’t continue into the “Fuselage” body styling.
Tried my first generic Japanese car (Datsun or Toyota, can’t remember) in Hawaii in 64 and was not impressed. It sure didn’t take long before they got their act together. I would be happy to drive just about any wagon in this post.
Thanks for a great article.
Great writeup of a car that, unless I’m mistaken, we never got in the USA. I know we didn’t get the 430 and if we had any of the others, they were all gone by the time I came along. They are a very attractive line of cars and it’s nice to see the evolution of the styling.
The USA market did get the final Cedric, after a fashion. The 2003-04 Infiniti M45 was a direct rebadge of the Y34 Nissan Gloria, which by that time differed only in trim details and equipment levels from the Cedric. I’ve always liked those, which looked like they came out of left field compared to the rest of the Nissan lineup at the time, but in a good way.
Although the 2003-4 M did have a completely different (and inferior) dashboard to the RHD Cedric.
wow, thanks for the excellent write up!
there is so much quirky and interesting japanese iron I never heard off, just like allthe Cedrics mentioned here. please: more of this!
Agreed!
And if you want to see how badass a Cedric can be, check out this highly modified one in NZ.
http://stayclassy.co.nz/2013/05/johns-330-cedric-part-one/
Just needs Japanese plates!
That 330 blew my mind when I found the build thread! It was such a great thread to follow, I grew to have enormous respect for the builder – the CAD designs for the suspension reflected incredible talent and attention to detail. I was initially disappointed when he changed it from brown to silver, but seeing the finished result blew my mind even more. Easily the best modified Cedglo in NZ! I’ll post the build thread link further below so Don’s mind can likewise be blown.
And here’s a link to another friends 230 from day 1 of his ownership through to it’s current look. http://oldschool.co.nz/2011/forum/index.php?/topic/31519-snoozins-72-datsun-260c/
Very cool – the last update I read was when he bought the Enkei wheels, hadn’t seen the pics with them on though, it looks great!
Come up to Auckland on the last Wednesday of the month, you can see that and heaps of other Oldschool goodness at the monthly meet. Check the upper north island area in the forum for details.
Excellent article Don. I always look forward to your automotive biographies as they are consistently so thoroughly researched and chock full of great photos. Besides being an informational tour de force. With interesting personal commentary and anecdotes, adding extra flavor.
I used to find it comical at the time, but I remember when Consumer Reports used to scold the Japanese manufacturers whenever they tried to ape Detroit styling and luxury gimmickry in the 70s.
Your commentary and voice has been a great addition to Paul’s blog.
Thanks for the compliments, Daniel. CC feels like the only place pieces like this can sit aside all the other great writing from the ever deepening list of contributors.
Are the 230 Cedric and the related Gloria the only pillarless four-door sedans made outside North America? I can’t think of any other examples, what am I forgetting about?
Nope. The Japanese market actually got quite enamored of four-door hardtops in the late ’70s, lasting into the early ’90s. Just about every high-priced line had a four-door hardtop body style, although not all of them were actually pillarless. (There were a lot of concealed-pillar designs and the S110 Crown had retractable center pillars.) Some were, though: the Toyota Carina ED and Corona EXiV were, as was the C31/32 Nissan Laurel, among others.
Here’s two poor-quality photos of my very own 1992 C33 Nissan Laurel pillarless hardtop sedan (which I sold in 2004ish). This one of mine was a mega-mileage ex-Japanese-driving-school car, and was a bit of a heap to be honest. But the RD28 diesel and 5-speed manual were an excellent combination, and I perfected J-turns and many other driving techniques in it! With no pillars and decent glass area it had superb visibility – and to aid that the passenger side front seatbelt unbuckled from the roof to become a lapbelt, a wacky bit of JDM style. The full pillarless construction proved excellent for paddock racing – insofar as you could easily pull off the ol’ Dukes Of Hazzard vehicle entry technique.
To make up for the lack of the upper B-pillar, the lower B-pillars were fairly hefty – the C33 had curved bracing that started halfway down the lower pillar and didn’t fully flatten into the floor until nearly the transmission tunnel. Having seen a few crashed C33s, they certainly fold scarily easily at the B-pillar though – especially in front-on impacts, so 1993’s C34 replacement had a concealed full-pillar. I suspect the C33 was the last fully pillarless regular factory sedan in the world when it died in 1993.
I assume that was why a lot of the four-door hardtops of the late ’80s and early ’90s went for the concealed pillar approach instead — with the windows up and the doors closed, the difference isn’t always obvious anyway.
D’oh, try now:
Of non-Japanese cars, the Facel Vega Excellence springs immediately to mind. French body & chassis with Chrysler V8 power. Not only was it pillarless, the back doors were reverse-hinged with no center post, so the opening revealed the entire interior. Very cool look. (And yes, this did lead to some major flex issues, but it was stylish!)
The pillarless 2-door never entirely died at Mercedes–the current E-class and CL-class coupes are a pillarless design, as have been the previous generation CL, all previous S-class and E-class coupes, and the C209 CLK-class. But they’re about the only ones I can think of still making those, and I cannot immediately recall any other European pillarless 4-doors.
*A number of Lancias of the 40’s through 60’s including the Ardea, Appia and Aurelia sedans had no center post, but also didn’t have frameless windows. So they sort-of had a B-pillar, but sort of didn’t. Not pillarless in the traditional sense but maybe in the technical one?
As Paul recently reminded us, there’s also the Mercedes 300d. Don’t think any UK or Italian manufacturer ever put one on the market.
Terrific history lesson Don!
Great article Don, do you know the origin or background of the Cedric name? I’ve seen two versions via google search. I haven’t seen a lot of these cars, but it was interesting to have a guided tour! I can see the Michelotti influence in the Skyline, the kick-up behind the door is reminiscent of a Triumph TR.
As mentioned, the name would be a fair reason not to buy one. Let’s just say you would have a hard time in the school yard if you were called Cedric in the 1960s.
The Nissan Cedric featured in the 1990 movie called The Big Steal, where a young guy is given one by his parents but doesn’t want it. He then gets conned into buying a Jag that doesn’t run, and goes about getting revenge.
My first thought was that they wanted the name to sound English, which is sort of true. Nissan’s official story is that the name was inspired by the title character of the children’s book Little Lord Fauntleroy, whose name is Cedric.
As for it sounding ridiculous to native English speakers, well — there’s a reason everyone is going for the alphanumeric names.
I read Cedric was a rude Australian expression for a homosexual in the early 60s.At a car show when the Cedric was due to be unveiled representatives of the Aussie big 3 car makers were laughing about this and explained to the Japanese Datsun rep what the name Cedric meant in Australia.The Datsun rep asked if there were many homosexuals in Australia and when told there were he laughed and said “So we sell many cars!”
I wonder who’s laughing now in light of recent Australian car news?
Yes indeed, I remember the late, great Paul Higgins (a Wheels (Australia) magazine journo) writing of that story. It’s been repeated several times since by Wheels. I was about 12 when I first read it and laughed for weeks (without really getting it!)
An interesting shot of the 330 and 230 hardtop sedans. I’m definitely a 330 fan – the 230 is far smoother, and conventionally better-looking, but I love the chintzy overkill of the 330. I’d love a chocolate brown 330 hardtop sedan!
Back when my ex girl-friend needed a car after finishing university I tried to talk he into a NZ-new 220C (230 Cedric) sedan. She wasn’t so keen, I guess trying to talk a 23-year old girl into driving a mid 70’s mid-size sedan packing a 2.2 diesel with manual column shift and no power steering was a bit optimistic!
Great article Don! I don’t remember these as being exactly commonplace, but when sighted from the 80s onwards they were invariably rusty. They had some nifty features, the one I remember from a 260C was the fibre optics from the rear lamps to the parcel shelf allowing the driver to check the lamps. Some of the embossed vinyl trim motifs were very Brougham-y indeedy. The interiors of the early Japanese luxo-barges were pretty well done, as a rule.
Don, I just read the article and wanted to tell you I love you – in a purely professional Cedglo-fan-to-Cedglo-fan way of course! (For the uninitiated, Cedglo refers to the Cedric/Gloria twins).
My 330 knowledge began in 1983ish when a schoolmate’s parents bought a 1980 Cedric Brougham. It was love at first sight for 9 year-old me! That so-perfect chocolate brown paintwork, the cream velour interior with lashings of fake wood. I went for many rides in it and can still remember the so-so-soft rear seats, and the so-so-so-soooo-soft ride (handling was a relative term that appeared not to have been considered by the makers). It had power windows and mirrors and many other luxuries that were rare on our market at the time. I especially loved the tape player being separate from and alongside the radio. Sadly my schoolmate’s parents traded it on a brand new Lada 2104 (!) in 1987ish 🙁
I’ve loved the 330 since then, although it took a while before I could tell the difference between the 230 and 330. The 330 was and is my vast preference – it’s not as clean a design as the 230, but I still prefer the 330. And that was before the first 330 hardtop sedans started arriving here in our first 1987ish waves of used-JDM imports. Once I saw those “Cedric SGL-E” hardtops, I was hooked! And unlike the conventional sedan, the hardtop sedans scored the coupe’s full instrumentation and round dials, with very nicely designed gauge faces.
I’d love a 330 today, but it’s rare for good ones to pop up on trademe; and the hardtop sedans are like rocking horse poo now. I have bought all the NZ, UK and JDM spec brochures, but that’s not quite the same as a real 330. Thankfully a very talented chap named John Van Beek bought a hardtop sedan back in 1978 and set about creating easily the best modified Cedglo in New Zealand and, I’d wager, the world. It has a full VH41 V8 conversion and custom owner-designed suspension among other things. Styles linked to current pics of it above, and here’s the link to the full build thread, which covers all the planning, research and development, and includes copious photos of very high quality modification fabrication: http://www.nzdatsun.com/forums/viewtopic.php?f=9&t=10 It’s 78 pages, but trust me Don (and anyone else who’s interested), it’s the most fascinating read.
We got all the post-330 Cedrics here right up to the end in 2004, when the final Cedric was also being sold in Northern America as the Y34 Infiniti M. Some of the post-330 models are very interesting (although lacking the 330’s over-the-top style!) so I feel a post-330 follow-up may be in order! Anyway, my Nissan-fanboi-heart is filled with warmth now, so again, thank you Don, it’s been a crap May so far, but this article has made everything all right again!
You could do a a write up of the Gloria pre-230 before they amalgamated with the Ceddy? And of course a post 330 one too!
I love you too Scott. In a carguy kind of way. Cheers.
Prince was selling cars in NZ in the late 50s, some still exist.
On a visit to replies in Auckland in 2003, a friend of theirs let me drive his 1964 Prince Gloria. Reminded me of a late 50s Vauxhall Cresta, Ivstill a photo of it somewhere.
This is one of my favorite Curbside Classic articles of all time. Thank you so much.
Funny… as a youth in the Seventies I despised Japanese cars… now I’m beginning to lust after several different ones… especially these JDM models we never had. How times have changed 😀 .
“I say, Cedric, old man, shall we toddle off to the pub for a pint?” “Sorry old boy, I must take Gloria to her friend’s flat. Cheerio, pip pip, and all that sort of rot!” “Indeed, my good man, say no more!”
“Actually Cecric, which friend are you taking Gloria to? It’s not Violet perchance?” “No, teddibly sorry old boy, it’s Cherry” “Cherry…by jove is that the *harumph* pole dancer?” “Goodness me no, you’re thinking of Silvia – and she’s Japanese not Polish…” “Ah, of course she has such a Sunny personality. Give my regards to Laurel. Tally ho”
Bravo!
All joking aside, great article Don A. I have a similar love for these deluxe ’70s Japanese cars. I recently got a copy of World Cars 1975 at the secondhand bookstore downtown and had a lot of fun checking out all the JDM motors! There was a Toyota coupe that looked a lot like a 1977-79 Thunderbird, right down to the opera window. I was also rather taken with this Honda coupe. I thought only Volvo made a 145!
Cheers Tom. Those World Car Catalogues are the best way to while away a few hours. Actually CC is the best, the Catalogues are second best. Pip pip.
Those Italian Auto Club World Cars books are a superb treasure-trove of detailed info and photos. I’ve got most of the 1963-85 issues and thoroughly enjoy whiling away an afternoon in them. The Daily Express (and Daily Mail) World Car Guides are also excellent, albeit smaller.
Just picked up an insanely good Quattroroute version from 63. Full of juice. Auto Universum/Parade out of Swtizerland also great. Many holes in my collection, but filling the gaps is part of the fun.
I’m probably going to have to go back to that bookstore–they also had the 1978 and 1981 editions of World Cars.
I also have a copy of the 1964 Auto Universum. That one’s even cooler as all the pictures are in color! But the World Cars book has a lot of interior pictures too, which I love.
You’ll appreciate this one Don–a W116 estate!
Nearly bought a W116 estate. Didn’t really like the Granada rear and this one needed too much work. Still a bit of a d’oh not buying it.
Hello, this is my P430, 1980, restauration
Nice one Adrian. I had a 430 that I bought as a beater and loved every minute of ownership. Paid $500 and absolutely everything worked except the carby. Got that fixed for $200 and sold it for $200 when the car eventually died because the springback in the ignition key slot broke and I burnt the ignition chain somewhere. Keeps us posted, cheers.
Awesome car! 🙂
Thanks, it is excellent car, 100% japan. I am from Ecuador South America, in my country datsun 280 C in good condition around 3, one of them is my.
Hello, I am looking for buy front bumper cover to datsun p430, cedric.
I’ve never understood why cars like the Datsun/Nissan Cedric was never sold in the USA. I can see them competing against the likes of the Plymouth Valiant/Duster.
Is it my imagination or the Cedric seems to have some Aussie cues taken from the early 1970s Holden HG Premier? https://www.flickr.com/photos/rosco500/6032081484
Back in the 80’s I seen some of these they were flagship sedans of Datsun/Nissan comparable to the Toyota Crown Royal Saloon
I love the 230 series, in particular the wagon and 2 door hardtop. I also like the 4 door hardtop but I’ve only seen a 330 hardtop as a private import in my neck of the woods. The 330 series is a bit too Brougham for me but I can see their appeal.
I used to see a lot of the 230s and 330s around, but not now. An interesting car, even if not an all out classic or driver’s car.
Speaking of 330 Brougham, is this the hardtop you’ve seen?
To be honest Don I can’t remember if that is the one. I saw the 4 door hardtop over 30 years ago in Sydney on the northern suburbs in a fruit market car park and I don’t recall the colour.
Is that a New South Wales car? I imagine there would be a handful of private imports now but back then, the one I saw would most probably have been the only one around here.
Back then I was more impressed with the Cedric/Gloria type as they were plush and had lot of gadgets, a big contrast with the local offerings and my dad’s Spartan Volkswagen. And of course they were sold here.
But now I’m more into the more sporty Hakosuka (back then I didn’t know that pre 240k Skylines even existed) and later Skylines, as I now recognise they were more of a drivers car.
Yep, I’d put kenmeri ahead of the 230/330 on looks. C110 series IMO the best shapes ever from Japan, the sedan (along with the Alfetta) was never bettered across all five continents during its time. Shame about the wagon (what an insanely lost opportunity). Gonna write a long love letter to this series one day.
It’s amazing how the 110/240k is worth so much now. Although I usually prefer 2 door hardtops the sedan was clearly better looking. and still looks great now. A few people considered the sedan ugly beck in the day but like them now. I always liked them.
Interesting you comments regarding the Alfetta. I do like the early quad light Alfettas (not a fan of the later 2 litre versions) but for me the ultimate Alfa sedan is the 1750 Berlina. 👌
In hindsight a later 110 5 speed sedan just before the 210 came out is a car I could and should have bought used in the 1980s as my first or second car but my obsession at the time with Italian cars and twin cam engines got in the way. A 240K with a 240z tune engine would have been a very decent car/sleeper and would have handled better that the RX4, my other favourite Japanese car of the period.
Incidentally I forgot to mention that the 330 4 door hardtop I saw all those years ago was from the rear 3/4 view only, so I had no way of knowing if it had quad round headlights or the cooler square lights. Didn’t know at the time the JDM ones could be had with the square headlights.
Definitely prefer original nose on the Alfetta, though I’m starting to really fall for the cleaner treatment of the single light 1600.
If you love the 1750 Berlina; you’ll hate this…
https://www.curbsideclassic.com/automotive-histories/automotive-history-mazda-bertone-and-the-alfa-that-wasnt/
I got to see the Jacqueline at a dealer in LA a few years back. My favorite bit was the metalwork on the roof – it’s all framed in solid metal chromed pieces, exquisitely fitted together, and those frame a brushed stainless roof panel.
The detail along the trailing edge of the roof is the prettiest thing you’ll ever see on a car – the profile of that piece is exquisite.
The car as a whole is exceedingly restrained; some might call it bland. Long, simple, lovely Iines but nothing flashy. Where the car comes alive is in the details, and the roof brightwork is the finest of them all.
Thanks for pointing that out, I’ve never seen that detail up close. Certainly restrained in style, but I imagine its size would add much gravitas to its presence. This and the Starlight are some of the few times Italy beat the US on this marque.
Thanks, great article. Really appreciate the underpinning work required. Cheers.
A passionate defence of a bloodline, knowledgeably told, and I am most grateful to have my empty slate on the issue filled.
I remain prejuduciously umoved by the culminating 330.
The 130 Cedric is Euro-elegant. The 230 effects the surprisingly hard task of bringing sensible size to US proportions, and is elegant in a different way. (I dearly wanted a metallic green 2-door hardtop in about ’88: the dodgy dealer could smell my lack of full dollars for it – perhaps $3K then – and I got no more than a sit and stroke).
But the 330 goes well beyond the bounds of “elaboration” of styling features into a a baroque overtopping. Play the game of Follow That Line. Be amazed by the Dis-and-Reappearing Crease. See who can Find The Wheels somewhere under there. See if you can compete for Gaudier Badges, and where to bung ’em. Touch the Over-dimensioned Coke Hip Replacement, and marvel at it’s arrival only 10 years late – on a design diminished by having it added. Skinny, too tall, out of proportion and overburdened with trinketry, it looks like some makeup plastered fur-coated bling-festooned old dame, who, inversely gifted with dough and taste, wobbles precariously down the sidewalk in silly heels.
I cannot for the life of me match Proffessore Andreina’s ardent words to what I am seeing.
I have, perhaps, a blot in my thinking. My best mate in secondary school in the ’80’s had a ’76 wagon, and like every Japanese car of the ’70’s, it was awful to ride in. (Much later, I drove it. Just as bad as expected). Wobbly, wafty, rolly, very poorly damped and sprung seats, thumpy automatic. You could, though, tell quickly that it had a very nice engine, and my mate’s dad – also a staunch defender of the thing they’d bought new – was a bit of a hoon who liked to hold each gear to perhaps 7,000 wherever he could. It could really scoot treated thus. It was appreciably well-finished, and utterly reliable.
But I didn’t like it.
And age and rarity have not made the lens any softer-focussed, and I’m sorry Dr Don, but I still don’t.
hehehe. My 430 was a surprising performer; not fast but sprightly when you knew its roll. Did some silly things in that. My 76 Crown, on the other hand, just wallowed. But it was also very, very smooth. I have great memories of both these, even though they were just bought as beaters.
That is hilarious 👍
me encanta mi datsun cedric 280c serie 330 motor 2800cc, año 1979
Saludos desde Ecuador
belleza