Nissan Motor Co. Ltd. shortened to Nissan, is a Japanese multinational automobile manufacturer headquartered in Nishi-ku, Yokohama. The company sells its cars under the Nissan and Datsun brands with in-house performance tuning products labelled Nismo; the company traces its name to the Nissan zaibatsu, now called Nissan Group. Since 1999, Nissan has been part of the Renault–Nissan–Mitsubishi Alliance, a partnership between Nissan of Japan, Mitsubishi Motors of Japan and Renault of France; as of 2013, Renault holds a 43.4% voting stake in Nissan, while Nissan holds a 15% non-voting stake in Renault. From 2009 to 2017 Carlos Ghosn served as CEO of both companies. In February 2017 Ghosn announced he would step down as CEO of Nissan on 1 April 2017, while remaining chairman of the company. On 19 November 2018, Ghosn was fired as chairman following his arrest for the alleged underreporting of his income to Japanese financial authorities. After 108 days in detention, Ghosn was released on bail, but after 29 days he was again detained on new charges.
He'd been due to hold a news conference, but instead his lawyers released a video of Ghosn alleging this 2018-2019 Nissan scandal is itself evidence of value destruction and Nissan corporate mismanagement. In 2013, Nissan was the sixth largest automaker in the world, after Toyota, General Motors, Volkswagen Group, Hyundai Motor Group, Ford. Taken together, the Renault–Nissan Alliance would be the world's fourth largest automaker. Nissan is the leading Japanese brand in China and Mexico. In 2014 Nissan was the largest car manufacturer in North America. Nissan is the world's largest electric vehicle manufacturer, with global sales of more than 320,000 all-electric vehicles as of April 2018; the top-selling vehicle of the car-maker's electric lineup is the Nissan LEAF, an all-electric car and the world's top-selling highway-capable plug-in electric car in history. In January 2018, Nissan CEO Hiroto Saikawa announced that all Infiniti vehicles launched from 2021 will be hybrid vehicles or all-electric vehicles.
Masujiro Hashimoto founded the Kaishinsha Motor Car Works 1 July 1911 in Tokyo's Azabu-Hiroo district, Japan's first automobile manufacturer. In 1914, the company produced its first car, called DAT; the new car's model name was an acronym of the company's investors' surnames: Kenjiro Den Rokuro Aoyama Meitaro Takeuchi It was renamed to Kaishinsha Motorcar Co. Ltd. in 1918, again to DAT Jidosha & Co. Ltd. in 1925. DAT Motors built trucks in addition to the Datsun passenger cars; the vast majority of its output were trucks, due to an non- existent consumer market for passenger cars at the time, disaster recovery efforts as a result of the 1923 Great Kantō earthquake. Beginning in 1918, the first DAT trucks were produced for the military market. At the same time, Jitsuyo Jidosha Co. Ltd. produced small trucks using parts, materials imported from the United States. Commercial operations were placed on hold during Japan's participation in World War I, the company contributed to the war effort. In 1926 the Tokyo-based DAT Motors merged with the Osaka-based Jitsuyo Jidosha Co.
Ltd a.k.a. Jitsuyo Jidosha Seizo to become DAT Jidosha Seizo Co. Ltd Automobile Manufacturing Co. Ltd. in Osaka until 1932. From 1923 to 1925, the company produced light trucks under the name of Lila. In 1931, DAT came out with a new smaller car, called the Datsun Type 11, the first "Datson", meaning "Son of DAT". In 1933 after Nissan Group zaibatsu took control of DAT Motors, the last syllable of Datson was changed to "sun", because "son" means "loss" ) in Japanese, hence the name "Datsun". In 1933, the company name was moved to Yokohama. In 1928, Yoshisuke Aikawa founded the holding company Nihon Sangyo; the name'Nissan' originated during the 1930s as an abbreviation used on the Tokyo Stock Exchange for Nihon Sangyo. This company was Nissan "Zaibatsu" which included Tobata Hitachi. At this time Nissan controlled foundries and auto parts businesses, but Aikawa did not enter automobile manufacturing until 1933; the zaibatsu grew to include 74 firms, became the fourth-largest in Japan during World War II.
In 1931, DAT Jidosha Seizo became affiliated with Tobata Casting, was merged into Tobata Casting in 1933. As Tobata Casting was a Nissan company, this was the beginning of Nissan's automobile manufacturing. In 1934, Aikawa separated the expanded automobile parts division of Tobata Casting and incorporated it as a new subsidiary, which he named Nissan Motor Co. Ltd.. The shareholders of the new company however were not enthusiastic about the prospects of the automobile in Japan, so Aikawa bought out all the Tobata Casting shareholders in June 1934. At this time, Nissan Motor became owned by Nihon Sangyo and Hitachi. In 1935, construction of its Yokohama plant was completed. 44 Datsuns were shipped to Asia and South America. In 1935, the first car manufactured by an integrated assembly system rolled off the line at the Yokohama plant. Nissan built trucks and engines for the Imperial Japanese Army. November 1937 Nissan'
The Nissan Stagea is a station wagon produced by Nissan from 1996 to 2007. It was produced by Nissan in 1996 as direct competition for the Subaru Legacy Touring wagon in Japan, was exclusive to Nissan Prince Store Japanese dealerships; the Stagea shares many mechanical parts with the Nissan Nissan Laurel. There are 3 different versions of the Stagea: the WC34 Series 1, the WC34 Series 2, the M35 Series; the WC34 Series 1 was produced from 1996 to late 1998. This model bears many visual similarities to the R34 Nissan Skyline, giving the impression of lineage to the R34 Nissan Skyline, though mechanically it is most similar to the R33 Nissan Skyline; the WC34 Stagea was available with a 2.0L single-cam inline-six engine, a 2.5L twin-cam naturally-aspirated inline-six, a 2.5L twin-cam turbocharged inline-six, or a 2.6L twin-cam twin-turbocharged inline-six engine. All engines were from the Nissan RB engine family, with the 2.6L being the same as that equipped in the R33 Skyline GTR. Engine power ranged from 96 kW in the 2.0L to 172 kW in the 2.5L turbo and 206 kW in the 2.6L twin turbo.
The Stagea was available in rear wheel drive and all-wheel drive variants, with the RWD variants using RWD Laurel front suspension of the strut type and AWD versions using RWD R34 Skyline front suspension of the multi-link type. Both RWD and AWD shared its chassis platform with the C35 Laurel, which had the same wheelbase of 2720mm, was available in RWD and AWD. There were some differences in the chassis between AWD model Stageas; the main difference being that the driver's side chassis rail on the AWD version was positioned closer to the lower sill. This was done to make room for the transfer case located on the end of the AWD transmission; the AWD system, ATTESA E-TS, is identical in operation to the Nissan Skyline GTS-FOUR and GT-R AWD system. The AWD Stageas fitted with an automatic transmission featured a transfer case lock. Unlike the Skyline and Laurel which had 5 speed automatic transmissions on some automatic 2.5L non turbo versions, all automatic Stageas were 4 speed. All manual models were 5 speed although only 2 models were available manual, the turbo RS4 and the 260RS, manual.
The Stagea 260RS Autech, or just 260RS, is a tuned version of the Stagea made by Japanese tuning company Autech. The 260RS uses the 2.6L RB26DETT coupled to a 5-speed manual transmission and features ATTESA E-TS all-wheel drive from the R33 GTR and a limited-slip rear differential. Other modifications include Brembo brakes, 17" BBS forged alloy wheels, body strengthening, an undercarriage protector, upgraded suspension, a front strut brace, a special rear stabilizer, Autech badging and an Autech bodykit that includes unique sideskirts, front bumper and tailgate spoiler. Interior modifications include an R33 GTR steering wheel, GTR style gauges, a leather shift knob and parking brake handle and special seat trim. Like other Japanese sports cars of the time, the 260RS produced 276 hp but most sources believe the actual horsepower to be higher. 1,734 260RS models were produced from 1996-2001. Frame: E-WGC34; the headlights were changed in shape and made from high impact plastic and the fog/auxiliary light moved into the grill.
The indicators were changed to a clear unit, changed shape slightly. Front aero was revised and body mouldings colour matched. Interior trim choices were changed, it has the same engine choices, but they are the uprated NEO version of the RB series and higher spec models included a tiptronic auto transmission. The power ranges from 114 kW in the updated NEO 2L to 206 kW for the 2.5L turbo and 2.6L twin turbo. 2WD and 4WD versions available. A choice of transmissions is available: 4-speed auto, 4-speed tip-tronic auto and 5-speed manual for the turbo RS FOUR S and 260RS; the M35 series looks different from the previous C34 models and is derived from the Skyline/G35 sedan. As per the Skyline the engine was changed from the RB series I6 to the VQ series V6. From October 2001 to August 2004 the following range of models were available: 250RS/RS V/RX: VQ25DD engine, rear-wheel drive 250RS FOUR/RX FOUR: VQ25DD engine, four-wheel drive 250tRS FOUR V/RX FOUR: VQ25DET engine, four-wheel drive 300RX: VQ30DD engine, rear-wheel drive.
350S: VQ35DE engine Autech Axis Model]The Autech Axis 350S was the only M35 chassis Stagea to be offered with a manual transmission and was produced from October 2003 to June 2004 There were a couple of sub-variants: 250tRS FOUR V HICAS: A 250tRS FOUR V with the addition of the Nissan HICAS four-wheel steering system AR-X FOUR: A 250t
The Nissan Elgrand is a minivan manufactured by Nissan Shatai for Nissan since 1997, available in three model developments, the E50, the E51 and as of 2010 the E52. The Elgrand is used by celebrities in Japan, Hong Kong and some other countries/regions around the world. In Japan, ownership costs are expensive due to the exterior dimensions having exceeded Japanese Government dimension regulations and engine displacement incurring higher annual road tax obligations; the Elgrand's main competitors are the Toyota Alphard / Toyota Vellfire, the Honda Odyssey, is sold as a larger, more luxurious alternative to the Nissan Lafesta. The first generation of the Nissan Elgrand was produced from May 1997 - May 2002. Various engine combinations were available including the petrol VG33E, VQ35DE and diesel QD32ETi and ZD30DDTi; the E50 came in either 2 - or 4-wheel drive. The Caravan Elgrand was exclusive to Nissan Bluebird Store, while the Homy Elgrand was exclusive to Nissan Prince Store Japanese dealerships.
The Caravan remained Nissan's commercial load carrying vehicle, while the Elgrand assumed passenger carrying duties with a luxury enhancement. The top trim level equipment packages were installed with internet enabled satellite navigation called CarWings; the E50 version of the Elgrand came in several model variations including: V VG X XL Highway Star Rider S Edition From 1997 to 2002 the E50 Elgrand was sold by Isuzu as the Isuzu Filly for the Japanese market exclusively. Used E50 Elgrands are exported to Australia, New Zealand, Russia, UK, the Philippines before the ban on importation of right-hand drive vehicles; the Australian and New Zealand fleets of Wicked Campers include E50 Elgrands. The second generation E51 Elgrand was launched in May 2002 and competes with the Toyota Alphard and Honda Elysion; the model specifications were V VG, X XL, with releases including the Highway Star and Rider versions - the bottom specification model was a V, whereas the top specification vehicle was a XL, with full leather interior.
The Rider had two variations including an Autech Tuned Nismo version. The XL E51 was the top end model within the Elgrand range. Options for the E51 included some major innovations, firstly there was the CARWINGS technology, which included a GPS car tracking/ location system, but alongside this was the innovation of reversing camera with turning guidance lines, lane control and assisted braking. This was an additional feature back in 2002 for top end Nissan Vehicles. In 2008 there was further innovation in the form of 4 view camera technology that provided an aerial all round view when reversing. Other Innovations including: voice activated controls, BOSE Audio or 5.1 channel surround sound audio systems, auto voice activated phone calls, a satellite controlled clock. Note - it is impossible to reset the internal clock in an E51 with a monitor as it has a permanent satellite link to a geostationary satellite that only gives a Japanese time signal; the accuracy of this clock is amazing, but irrespective of where you are in the world, it will always be correct to Japanese local time.
Cruise control | Multi-deck CD | BOSE all round 9 speaker car system | Rear TV, with a 7" LCD screen Windshield: There were several windshield options available, ranging from a standard fit, through to a water repellent, laser etched, tinted screen. The water repellent screens have a holographic sticker to identify this additional option. JDM models went on sale on 2002-05-21. Early Nissan Elgrand models include XL, X, VG, V, Highway Star. Early Elgrand Enchant models included VG, V, Highway Star. All model ranges can Step Type; this was the top of the range model, with many additional options fitted as standard. It came with a full leather 7-seat interior, 8 speaker sound system, which included Sony MiniDISC, keyless entry, reversing camera, two TV screens, folding wing mirrors and heated driver and passenger seats. Out of the complete range of Elgrand, this was the heaviest coming in at 2.2 Tonnes. Rider versions being the lightest version as it was conceived as a sports model, so had a lot of the additional features removed in view of reducing the weight/power ratio for the vehicle.
The Rider was a version of the Elgrand VG 5-door with front bumper, billet grille, front fog lamp, side sill protector, rear under protector, rear upper combination lamp, rear winker finisher, clear side turn lamp, front heat cutting class, seat floor, door trim floor, 3rd seat arm rest, leather wrapped stone texture 4-spoke steering wheel, leather wrapped stone texture instrument shift knob, stone texture finisher, Rider sound system, 17-inch aluminium road wheels, 215/60R17 tyres, large diameter sports muffler by Fujitsubo, low-height suspension, the choice of 3 body colours. Japan models went on sale on 2002-10-02, it is a version of Elgrand XL 4-seat with leather-wrapped rear seat with centre arm rest, electric slide step, trunk board with partition board, 2nd seat long slide rail, rear seat reading lamp with room lamp, rear seat audio system, electric ottoman, rear seat audio speaker, electric outlet, front cabinet, floor carpet, drawn-out table, black body colour. JDM models went on sale on 2002-12-19.
VG version L and Highway Star version L are versions of Nissan Elgrand VG and Highway Star commemorating the sale of 250000 units of Nissan Elgran
A V6 engine is a V engine with six cylinders mounted on the crankshaft in two banks of three cylinders set at a 60 or 90 degree angle to each other. The V6 is one of the most compact engine configurations ranging from 2.0 L to 4.3 L displacement, it is shorter than the inline 4. Because of its short length, the V6 fits well in the used transverse engine front-wheel drive layout; the V6 is commercially successful in contemporary mid-size cars because it is less expensive to build and is smoother in large sizes than the inline 4, which develops serious vibration problems in larger engines. The wider 90° V6 will fit in an engine compartment designed for a V8, providing a low-cost alternative to the V8 in an expensive car, while the narrower 60° V6 will fit in most engine compartments designed for an I4, proving a more powerful and smoother alternative engine to the four. Buyers of luxury and/or performance cars might prefer an inline 6, which has better smoothness, or a flat 6 which has a lower center of gravity.
Recent forced induction V6 engines have delivered horsepower and torque output comparable to contemporary larger displacement aspirated V8 engines, while reducing fuel consumption and emissions, such as the Volkswagen Group's 3.0 TFSI, supercharged and directly injected, Ford Motor Company's turbocharged and directly injected EcoBoost V6, both of which have been compared to Volkswagen's 4.2 V8 engine. Modern V6 engines range in displacement from 2.0 to 4.3 L, though larger and smaller examples have been produced, such as the 1991 Mazda MX3, the Rover KV6 engine. Some of the first V6-powered automobiles were built in 1905 by Marmon; this firm became something of a V-engine specialist producing, in the 1930s, a V16 engine, as one of the few automakers in the world. From 1908 to 1913, the Deutz Gasmotoren Fabrik produced gasoline-electric train sets which used a V6 as generator engine. In 1918 Leo Goosen designed a V6-powered car for Buick Chief Engineer Walter L. Marr. Only one prototype Buick V6 car was built in 1918.
The first series-production V6 was introduced by Lancia in 1950 with the Lancia Aurelia model. Lancia sought a more powerful engine that would fit into an existing narrow engine bay. Lancia engineer Francesco De Virgilio began analyzing the vibration of alternative V-angles for a V6 engine in 1943, he found that a V6 with its cylinders positioned at a 60° V-angle could be made uniquely smooth-running in comparison with other possible V-angles. There was resistance to his conclusion because the V6 was a unknown engine type in the 1950s, his design featured four main bearings and six crankpins, resulting in evenly spaced firing intervals and low vibrations. Other manufacturers took note and soon other V6 engines were designed. In 1959, General Motors' GMC Truck division introduced a new 60-degree heavy-duty 305 in3 gasoline-fueled 60° V6 for use in their pickup trucks and Suburbans; the use of the sweet spot of 60 degrees' V-angle maximized power while minimizing vibration and exterior dimensions of the engine.
In short, GMC introduced a compact V6 design at a time when the straight-six engine was considered the pinnacle of 6-cylinder design.1962 saw the introduction of the Buick Special, which offered a new 90° V6 with uneven firing intervals, derived from—and shared some parts with—a small Buick V8 engine of the period. To save design time and expense, it was built much like a V8; the combination of a 90° V-angle with only three crank pins—set at 120° apart, with opposing cylinders sharing a crank pin as most V8 engines do—the cylinders fired alternatively at 90 and 150° of crankshaft rotation. This uneven firing caused harmonic vibrations in the drive train that were perceived as a rough-running engine by the buyers. GM sold the engine tooling to Kaiser-Jeep in 1967. In 1977, Buick introduced a split pin crankshaft to implement an even-fire version of this engine in which cylinders fired every 120°; the V6 does not have the inherent freedom from vibration that the inline-six and flat-six have, but it can be modeled as two separate straight-3 engines sharing a crankshaft.
Counterweights on the crankshaft and a counter-rotating balance shaft are required to compensate for the first order rocking motions. Straight engines with an odd number of cylinders are inherently unbalanced because there is always an odd number of pistons moving in one direction while a different number move the opposite direction; this causes an end-to-end rocking motion at crankshaft speed in a straight-three engine. V6 designs will behave like two unbalanced three-cylinder engines running on the same crankshaft unless steps are taken to mitigate it, for instance by using offset journals or flying arms on the crankshaft or a counter-rotating balance shaft. In the V6 with 120° between banks, pairs of connecting rods can share a single crank pin, but the two cylinder banks run like two inline 3s, both having an end-to-end rocking couple. Unlike in a V8 engine with a crossplane crankshaft, the vibrations from one bank do not cancel the vibrations from the other, so a rotating balancing shaft is required to compensate for the primary vibrations.
Because the 120° V6 is nearly as wide as a 180° flat-6 but is not nearly as smooth, can be more expensive if a balancing shaft is added, this configuration is seen in production engines. In the V6 with 90° between cylinders, split crank pins are required to offset the connecting rods by 30° to achieve an 120° between firing intervals, crankshaft counterw
Nissan VG engine
The VG engine family consists of V6 piston engines designed and produced by Nissan for several vehicles in the Nissan lineup. The VG series started in 1983 becoming Japan's first mass-produced V6 engine. VG engines feature an iron block and aluminum heads; the early VG engines featured a SOHC arrangement with 2 valves per cylinder. A revision featured a different block, a DOHC arrangement which utilized 4 valves per cylinder and Nissan's own version of variable valve timing for a smoother idle and more torque at low to medium engine speeds; the block features a single piece main bearing cap. The production blocks and production head castings were used in the Nissan GTP ZX-Turbo and NPT-90 race cars which won the IMSA GT Championship three years in a row; the VG series engine found its way into thousands of Nissan vehicles, starting in 1984. The VG design was retired in 2004, by which time all V6-powered Nissans had switched to the VQ engine series; the VG20E is a 1,998 cc SOHC engine produced from 1984 on.
It produces between 125 PS net. In the earlier gross rating system, early eighties' models claim 130 PS. Applications: 1983–1987 Nissan Gloria/Nissan Cedric Y30 1987–1999 Nissan Gloria/Nissan Cedric Wagon/Van Y30 1986-1988 Nissan Bluebird Maxima U11 1986-1992 Nissan Leopard F31 1987–2002 Nissan Gloria/Nissan Cedric Y31 1991–1995 Nissan Gloria/Nissan Cedric Y32 1996–2002 Nissan Gloria/Nissan Cedric Y33 1997-1999 Nissan Leopard JY33 The VG20ET was based on the VG20E, but with an added turbocharger; the VG20ET produces 170 hp. This SOHC motor debuted at the same time as the VG20E. Coming with the Y30, this motor was known as the "Jet Turbo", came with the Nissan Leopard models XS, XS-II Grand Selection. Contrary to the VG30ET that came out in the US, the VG20ET came with an intercooler in certain models to push the horsepower output to 155 hp, a great jump from the aspirated VG20E; the turbo included. At low speeds, the turbo's wastegate would stay closed improving the response at low rpm. At high speeds, the flap would stay open, increasing exhaust flow.
At its maximum flow, the flap would open at an angle of 27 degrees, while the A/R ranged from 0.21–0.77. Being that the VG20ET had a short stroke 78 mm × 69.7 mm, it was thought to have insufficient low end torque. The VG20ET was a great improvement over the VG20E. Applications: 1984–1989 Nissan 200Z 1984–1989 Nissan 200ZG 1984–1989 Nissan 200ZS 1984–1989 Nissan Laurel Medallist 1986–1988 Nissan Leopard 1984–1990 Nissan Bluebird The VG20DET is an DOHC 1,998 cc engine with a ceramic turbocharger and intercooler, it has a bore and a stroke of 78 mm × 69.7 mm and produces 210 PS. This engine features NVTCS. Applications: 1987—1999 Nissan Gloria/Nissan Cedric 1988.08—1992.06 Nissan Leopard The VG20P is the Autogas version of the VG20. It produces 99 PS at 5,600 rpm and 149 N⋅m at 2,400 rpm. Versions produce 105 PS at 6,000 rpm and 152 N⋅m at 2,400 rpm, it is an overhead twelve-valve engine. Applications: 1987–2005 Nissan Cedric Y31 The VG30S is a 2,960 cc SOHC twelve-valve engine with an electronic carburettor that produces 148 PS at 4,800 rpm and 234 N⋅m at 3,600 rpm.
This engine was offered in export markets with more lenient environmental regulations, such as the Middle East and Africa. Applications: Nissan Cedric Y31 Nissan Laurel C32 The VG30i is a 2,960 cc engine produced from 1986 through 1989, it features a throttle body fuel injection system. It has a long crank snout, a cylinder head temperature sensor positioned behind the timing belt cover, a knock sensor in the cylinder valley, it produces 140 PS at 4,800 rpm and 226 N⋅m at 2,800 rpm. Applications: 1986–1989 D21 Hardbody Truck 1986–1989 Nissan Pathfinder/Nissan Terrano The 2,960 cc VG30E produced 153 hp and 182 lb⋅ft. Bore and stroke is 87 mm × 83 mm. In the 300ZX, it produced 160 173 lb ⋅ ft of torque. On April 1987 the "W" series VG30 was released, leaving torque unchanged. In 1989, the Maxima received the 160 hp rating, but used a variable intake plenum improving torque to 182 lb⋅ft at 3200 rpm. Applications: 1984–1989 Nissan 300ZX 160 / 165 hp 9.0:1 compression ratio for NA 1984–1989 Nissan Laurel 1985–1994 Nissan Maxima 160 hp 1987–1988 Nissan 200SX SE 1988–1996 Nissan Homy & Caravan series E24 1990–1992 Infiniti M30/Nissan Leopard 1990–1995 D21 Hardbody Truck 1990–1995 Nissan Pathfinder/Nissan Terrano 1992–1999 Nissan Gloria/Nissan Cedric 179 hp 1993–1998 Nissan Quest/Mercury Villager The 2,960 cc VG30ET was available in early production with a single Garrett T3 turbocharger at 6.8 psi and a 7.8:1 compression ratio.
The USDM and JDM version produced 200 hp and 227 lb⋅ft. European versions produced 230 hp and 252 lb⋅ft; when "W"-Series VG30 was released in April 1987, horsepower was increased to 205 hp. All 1987 models featured a T3 turbocharger at 6.8 psi. In 1988 the compression ratio was changed to 8.3:1 and turbocharged with a single Garrett T25 turbocharger at 4.5 psi to reduce turbo lag. No VG30ET was factory equipped with an intercooler as they were intended for quick thr
The Nissan Cedric is a large automobile produced by Nissan since 1960. It was developed to provide upscale transportation, competing with the Prince Skyline and Gloria which were merged into the Nissan family. In years, the Nissan Skyline was positioned as a sports sedan/coupe, whereas the Nissan Gloria was turned into a sporty version of the Cedric. In Japan, the Cedric/Gloria series was affectionately called CedGlo, this long-running series came to an end in October 2004, replaced by the Nissan Fuga; the Cedric name is still in use, on the Y31 series fleet vehicle traditionally used as a taxi, where it competes with the Toyota Comfort, is still in production. Throughout the many versions of the Cedric, it was always considered to be the prime competitor to the Toyota Crown; the hood ornament was inspired by the diamond pattern used by Lincoln but was changed to two right angles set next to each other. The Cedric name was inspired by the main character, Cedric, in Frances Hodgson Burnett's novel Little Lord Fauntleroy by the Nissan CEO at the time Katsuji Kawamata.
The first Cedric was the "30" series, introduced in March 1960 and produced through 1962. It was available only at Japanese Nissan dealerships called Nissan Bluebird 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, Cedric 1900 Deluxe, Cedric 1900 Custom, Cedric Van and the Cedric Wagon. Only the Cedric Standard used a 1.5 L G-series I4 engine. The 1.9 L H-series with 87 hp was optional. A four-speed manual 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, renamed Nissan Diesel Motor Co. Ltd in 1960. All four-cylinder engines were shared with Nissan Caball; the Cedric replaced the Austin A50 Nissan was building under license from Austin Motor Company of England, called the Nissan Austin, benefited from earlier vehicles built by Nissan, called the Datsun DB Series.
The six-seater Cedric introduced a wrap-around windshield. The first Cedric featured two stacked headlights on either side of a large grille; the taillights were the same as the Datsun Bluebird 312. and was considered a six-seater. April 1962 saw the introduction of a station wagon -- 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, was used on the 1961 Isuzu Bellel and the earlier Mercedes-Benz S-Class of the late 1950s. The "31" 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 and a 2.0 L four-cylinder SD20 diesel from June 1964. New was a three-speed automatic transmission, sourced from Borg Warner, offered from July 1964; the new front with its horizontally mounted quad headlights shows a resemblance to the 1956 Rambler and made the car 18 cm longer.
In 1965, the pressed-steel tappet cover was replaced with an alloy version. The taillights were smaller, resembled MG units. All models were equipped with white wall tires; the Cedric was updated again in 1964 with a new dashboard, an alternator rather than a generator, a new starter system. The Cedric 1500 Standard, first introduced in October 1962, was dropped after 1964; the last change was the adoption of a new grille for the 1965 model year. The Cedric Special was produced between 1963 and 1965 as competition to the Toyota Crown, Isuzu Bellel, Mitsubishi Debonair and Prince Gloria. Production began in time for the 1964 Summer Olympics held in Tokyo in October 1964, it was a long-wheelbase version of the H31 series Cedric Custom, lengthened 145 mm to fit the 118 hp 2.8-litre K-Series straight-six engine. The grille is different from the one on the 31 series; the side badges said "Cedric" and "Special". On the trunk lid is a "2800" badge, on the right side; the gold trim pieces on the hood were longer, there was wheel arch and sill trim, unique to the Cedric Special.
The front bumper design is 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 annual road tax which added to its exclusivity. The interior was more luxurious than the Custom; the only component, identical to the Custom were the tail lights. The Mark I Special was produced in 1963, was replaced by the Mark II in 1964; the Mark II was the same as the Mark I except for a redesigned dashboard, new grille design, rectangular reflectors below the tail lights. An automatic transmission, the Borg-Warner 35, became available starting with the Mark II; the Mark II was produced in 1963 and 1964, was replaced by the Mark III Special in 1964. The Mark III fe
Renault Samsung SM5
The Renault Samsung SM5 is a mid-size car or large family car produced by the Korean manufacturer Renault Samsung Motors. Between 1998 and 2012, Renault Samsung Motors had produced 680,000 SM5 models; the first generation was launched in 1998, with the second generation introduced in 2005 and the current third generation SM5 launched in 2009. In some markets, the SM5 is sold as the Renault Renault Safrane; the saloon was planned to be introduced in the U. S. and Canadian markets, under the Mitsubishi brand. This plan has since been canceled; the first generation model was based on the Nissan Maxima. The second generation model replaced the previous model in 2005, it is based on its sibling, the SM7. In 2008–2010, the car was sold in the Gulf States and Mexico, as the Renault Safrane. Project code for SM5 Impression is DF; however Renault Safrane's Code is A34R Released on January 18, 2010, the third generation model began to be sold alongside the previous model. Based on the Renault Laguna and designed in Seoul, the New SM5 is manufactured at the firm’s Busan plant in South Korea.
It is available with 2.5 litre six-cylinder petrol engine. The SM5 uses a Nissan Xtronic CVT transmission; the SM5 forms the basis to the Renault Latitude. Once again, the new SM5 is sold in the Gulf States and Mexico as the Renault Safrane. In November 2012, a facelifted SM5 was called the SM5 Platinum; the facelift included a new design to the front, revised dashboard features and retains the existing Nissan engines. In January 2015, another facelifted SM5 was launched, called SM5 NOVA; the second facelift included a new Renault-style grill to the front and DRL. Official website