Again with the Gloria?! Yep. Third time in one week. Isn’t CC-spotting a strange thing? Only one post, authored by Paul back in 2011, featured this long-lived nameplate before three different Glorias appeared in front of yours truly in quick succession last month, seemingly beseeching me to feature them on our beloved website. How could I resist? I may be a rear-engined and air-cooled contrarian, but under my streamlined carcass, I still have a heart.
So here’s the third Gloria of the year. It’s by no means the least and probably not the last, as I’m hoping to Pokemon the lot of them while I’m prowling the highways and byways of Honshu. Having covered a fair amount of the Gloria’s history in my previous two posts (here and here), as well as Don “Call Me Cedric” Andreina’s authoritative piece on the 1965-71 Cedric 130 and very recent magnum opus on the 1975-79 Cedric 330, I reckon we can skip ahead to the mid-‘80s.
After the Cedric/Gloria 430 (1979-83), Nissan changed the twin models’ numbering system to a more Toyota-like alphanumeric. Thus the 1983-87 Cedric/Gloria Y30 happened, a model noteworthy for switching from the old straight-6 to the first series-made Japanese V6.
When the Y31 premiered in late 1987, still powered by a V6, but now had a new multi-link IRS, except for the lowest-grade models that stuck with the live axle. For the first time, the revamped range did not include a new wagon. Instead, the previous generation Cedric/Gloria Y30 wagon was merely facelifted and allowed to continue on alongside the Y31. Interestingly, the next generation Y32 (1991-95) only came in hardtop guise, with the facelifted live axle Y31 saloon carrying on at its side, mainly for fleet sales. The Y30 wagon was only retired in 1999; the taxi-like Cedric Y31 saloon was produced until 2014, long after the Gloria name had vanished from Nissan’s JDM range.
It is said that the Gloria was marketed as more of a sports sedan than the Cedric, but as far as I can tell, for the Y31 platform, both nameplates were using the same trim designations (Standard, Custom, Super Custom, Classic, Classic SV, Gran Turismo, and Brougham VIP) and engines (2- and 3-litre petrol V6s, a 2.5 and a 2.7 litre 4-cyl. Diesel, a 2.8 litre straight-6 Diesel, a couple of 2-litre LPGs – in straight-4 or straight-6 form) on the Japanese Domestic Market.
In June 1988, the Gran Turismo was launched (the SV version being the highest grade) on the Y31 hardtops, both Cedric and Gloria. It was a success, as it managed to attract much younger buyers than the more expensive Brougham or the more conservative Classic SV. Plus, these were still the boom times for the Japanese bubble economy, so Nissan Prince stores were shifting these at quite a pace.
The 1987-91 Nissan Cedric Y31’s three body variants – the hardtop is also a Gran Turismo SV
Both the Y31 Cedric and Gloria came in saloon and hardtop variants. (Coupés based on this platform were called Nissan Leopard, so we’ll leave those aside for another post, if and when I catch one.) Aside from minor details such as taillights and grilles, it seems the only real difference was that the Cedric was the only one of the two lines that could be ordered as the Autech stretch limousine.
Nissan added further complexity by launching a third nameplate in January 1988. The new Cima was based on the Cedric/Gloria Y31, but had distinct styling and was only available as a hardtop sedan with the 3-litre V6. This was done to counter arch-rival Toyota’s upcoming V8-powered S130 Crown, soon to become the Majesta.
So what about this Gran Turismo version, then? It had the 2-litre V6 found on less prestigious Glorias, but this one had twin cams and a turbo, providing 210 hp, compared to the base Cedric/Gloria’s 123 hp. That’s quite a sizable amount of extra cavalry under the hood. Your options for transmitting said cavalry to the rear wheels was either a 5-speed manual or a 4-speed auto.
Visually, the sporty Y31 could be singled out thanks to its reduced bumpers, which is definitely to its credit. Our Gloria was festooned with the T-Bird-like emblem it always had, but eschewed the stand-up hood ornament found on the 3-litre Broughams and the Cima – also a plus point, in my view. This was probably a conscious effort on Nissan’s part to make the car appear more European, something more akin to BMW or Alfa Romeo.
The big difference between the Nissan and European sports saloons is that the Gloria is a true hardtop. No ifs, no buts, no B-pillars, no window frames – just the roof, please. The level of sophistication and gadgetry inside these was very advanced, certainly compared to European cars, although the GPS in this one is a blatant 21st century add-on. Oh, and the lace doilies. Gotta have those in your grandparent’s young person’s sporty hardtop, right kids?
Yeah, the seat doilies are really not necessary in a car like this. In those staid Cedric taxis, I can understand, but this Gloria feels a bit, well, straight-laced. This is a very Japanese paradox, one that is immediately obvious to any foreigner who experiences the culture, be it automotive or otherwise. There is a yin-yang of extreme adulation for everything that’s new and hi-tech, coupled with a deep reverence for conservative and traditional values, all rolled into a deliciously strange makisushi.
Speaking of deliciously strange, I expect the wheels on this baby will not have escaped your notorious perspicacity. These are not the ones this car had when it came off the assembly line. These came off a Y31 Cedric Brougham, judging by the emblem. I can only surmise that the owner of this car thought they looked better.
And seeing the “proper” hubcaps on this factory photo, I can’t say I disagree. If the factory Gran Turismo SV wheels had been a bit more in keeping with the rest of the car, perhaps the Cedric Brougham wheels would have looked out of place, but these original ones are, indeed, rather ghastly. Well played, Mr Gloria owner. Extra brownie point for tacking the word Brougham onto this great car. But fair is fair, minus one brownie point for getting the Cedric one instead of the Gloria (inset).
To top it off, this 30-year old black beauty was 100% mint (ok, 99% because hubcaps). Not a trace of rust – or even wear and tear, not a chip on the paintwork, not a single warped piece of trim. It was as if some space-time anomaly had caused it to be transported directly from a 1990 Nissan showroom to this 2019 parking lot, amusingly adjacent to a Toyopet Store. Worm holes have a sense of humour, it seems.
Somebody really loves this Gloria, and I see their point. Unlike many of its fussier JDM rivals, including some of the other flavours of Y31, it is not overly done. There are no badges on the sides, the chrome accents are not applied with a trowel and the interior seems remarkably restrained. There isn’t much room for criticism on this one. Just hold the lace and that’s pretty much it.
Thing is, I really shouldn’t like this Gloria. It was made during what I’ve always considered to be the worst era of automobile styling and by a manufacturer that I do not rate very highly at the best of times. I admit that I much prefer the 430 Gloria or the PininFarina-styled Cedric 130 on looks alone, but I’m sure this generation makes for a far superior better car in many ways. Besides, its redeeming features, including the genuine hardtop, the tasteful detailing and the small-yet-punchy V6, far outweigh the slightly bland styling that I associate with the era.
Dear Gloria, O Gloria, please forgive me. I have seen the light. The Y31 has now become part of my dream garage, in the sparsely populated ‘80s section. I hope that by spreading the word, I might convert a few of you to worship this vehicle as I now do. And if you don’t, that’s fine too. More for the rest of us.
“Thing is, I really shouldn’t like this Gloria.” – – We watch as the hapless author falls under the spell of the 4 door hardtop. He is defenseless.
I was going back and forth between this car and the Cima, but then the turbo came up and sealed the deal, so a Gloria it will be. Make mine a 5 speed.
I forget – did we ever figure out why Japanese market cars use English for all of their nameplates?
The emblem on those Brougham wheels looks like a mutant Lincoln emblem.
Not all that mutant. And the other emblem looks suspiciously Thunderbird-like.
I’m loving the Gloria theme, and this is the best yet. Straightforward masculine styling, reliability built in, lovely timeless car.
Reliability built in? I drank that Kool-Aid too. Not once, but 3 times.
Nissan had some great engines, decent economy, and a style I liked better than competing models of Toyata, Honda or Subaru. My reward was 3 new Nissans in rapid succession that provided reliability below even the worst GM & Chrysler models I’ve owned.
I will admit my ownership memory is heavily colored by absolutely abysmal dealer service. A more competent dealer might have been able to finish assembling at least one of these cars properly.
I will give the Nissans this much. At a certain stage of my life, Nissans were a good match for my home. Both had wheels under them.
Nissan wheels were very dependable. I don’t recall any of my Nissans ever having a flat. I also recall one tow truck driver mentioning how easy it was to hook up my Nissan. Sorry Nissan lovers, these are the nicest things I can say.
Nice title, great song.
Glory be, I’d consider worshipping the thing a load of old Shinto, but will agree that it’s got something about it. Seems all to derive from the hardtopness, as the one pictured with Many Pillars is a bit yawnful. It’s really rather nice.
Does have quite a sizeable bottom in relation to its flat face though. If you’re going to stick out that far there, then you surely need a bigger nose. No, not that, the BMW-esque front overhang is good. Yes, it’s a bumectomy that’s needed to fulfill its nearly-goodness.
As it is, you could fit, I dunno, an aircooled V8 in that trunk.
That first Cima…! Front end is what the ’91-’96 Chev Caprice should’ve looked like. Back end is an E30 Bimmer, almost word-for-word.
Another very interesting find Tatra. An attractive car by North American standards. The door handles appear unusually emphasized, like on the first Infiniti Q45, with the large chrome surrounds. The overall excess angularity of Nissan’s 80s designs remained. While the very upright nose, combined with the aggressive air dam is the only really jarring design element. A less tall air dam, a slightly raked nose, more depth in the front bumper, and a less econo-looking grille, and it would be an very attractive design. Unique today, the styling would have looked fairly homogeneous at the time.
The nuance of typography is missing in the deck lid badging as five different typeface styles are used.
The interior is my favourite part. The seat design and colours/textures are quite appealing.
What is a twin-cam V-6? Don’t all OHC V-6 engines have two camshafts?
But this one’s got two camshafts for each of the two cylinder banks – DOHC. One per cylinder bank would be an SOHC engine.
I suppose you could call this a quad-cam then. But it seems to be generally accepted that a twin-cam-per-bank vee (or flat) engine is just called twin cam. Weird, I know, but…
Another out growth of the Laurel/Skyline platform these are much more nicely trimmed and true hard top with more up to date power train wise the other branch soldiered on with the straight six inherited from Prince albeit up dated this was the deluxe model.
Two comments about this car and the scene.
The doilies not only say “Gloria” in print, but also have a representation of what looks to me like the GM Fisher Craftsman’s Guild coach.
The parking lot seems to have a crushed stone surface – but it is so neat!. It is groomed and has ropes delineating the individual parking spaces. Of course the Gloria is perfectly parked where it is supposed to be.
This lot would last about one morning in Wyoming. The first F-350 dually would ruin it and of course take up three spaces. The dividing ropes would not just be considered a suggestion to ignore; rather they would not have ever been seen.
…and the front end of that Y31 Gloria looks a lot like an alternate-universe Dodge K-car descendant.
I love these modern Japanese true hardtops. I only wish the shoulder belts weren’t hanging from the roof. Some American vehicles nicely integrated the belts into the seat frame (the last-gen Deville, Park Avenue, some pick-up trucks). Too bad the Japanese engineers didn’t take that route.
Belts integrated into seats were still years in the future when the subject car was designed and engineered.
Mercedes-Benz R129 SL-Class, introduced in 1989, has the seat belt system integrated into the seats so it’s not “still years in the future” per se.
Or a 1970 Range Rover
Which the above clearly isn’t. Oh dear, I have no idea.
As did the BMW 8-series, first built Feb. of 1990.
Well, then—I
standsit corrected!Not sure about the Cedric/Gloria, but on the C33 (1988-93) Laurel, the belts could be unbuckled from the roof to become lap belts. Not sure it’d be legal to drive that way though.
Thank you for another look at the Japanese brougham hardtop sedan scene. Curbside In Scale will have to take a bye for today, as I don’t have a Y31 (cue sighs of relief from all around the globe….) 🙂
Your models are suburb Pete. Appreciate that you go much farther, adding so much detailing, to achieve such realism.
Indeed so. I think it must be time for a Scale post, sir. A tour.
But I have one now! 🙂
I find the design rather beautiful for its time! The seat doilies remind me of the ones my nana had on nearly every end table in her house!
Mmmm, nice find Tatra87! The Y31 hardtop is one of my favourite 80s/90s Nissan designs, simple, clean and somewhat elegant on the Brougham wheels. Nearly bought one a diesel Brougham few years ago, but the mileage was a lot higher than the C34 Laurel I bought instead – and which turned out to be a mistake…
The Autech limo version is cool – I have the brochure for it, they put in quite a lot of effort considering the President was supposed to be the flagship.
Amazing, I love this car!!
Please keep up with your awesome reports from Japan.
There are a few Glorias for sale in the US at well-known JDM dealers now, including a diesel wagon and a 1994 edition of the Gran Turismo. If I buy one, I am absolutely going to get a license plate that says IN XLSIS. I suppose I’d best check that it hasn’t been taken.
AFAIK, the taillights suggest that the car is 1989 or older. Last press photo (6th from bottom) shows the facelifted taillights.