June 4, 1983 saw a major restyle of the previous generation for all versions of the Gloria.
Sedans used for taxi service utilized four round headlights whereas other versions upgraded to European style halogen headlights.

The straight-six engine, which had been used for many years, was upgraded to an all new V6-design, called the VG series engine which made its debut in the Cedric/Gloria.
This was the first, mass production V6 engine built in Japan.
The VG range uses fuel injection rather than carburetors for fuel delivery.
The VG20ET was turbocharged, for better performance while staying within the Japanese tax parameters for a compact car.
The twin-carbureted four-cylinder CA20S engine was fitted to the lowest-spec versions (standard, De Luxe).
This four-cylinder was also available in a version built to run on LPG fuel, meant to be used for taxi service.
From February 1984 there was also a six-cylinder L20P, which also ran on LPG.
In June 1984 the powerful 3-litre VG30ET turbo V6 was introduced.

Trim levels offered were the Brougham, SGL, Grand Edition, GL Grand Edition, GL and the Standard.
In June 1984 the Brougham VIP appeared as the top level car.
The Jack Nicklaus special edition, introduced with the previous edition, was a sales success for the company and continued to be offered as a hardtop and only with a turbocharged engine.
Electronic adaptive self-levelling air suspension also appeared in June 1984.

For the four-door hardtop, the front driver and passenger seat belt shoulder strap was connected at the top to the ceiling, however, the upper portion could be detached, with the shoulder strap resting on the driver's and passenger's shoulder so that rear passengers could have an unobstructed view from the rear seat without the seat belt hanging from the ceiling.
The upper part would then swing up to the ceiling and could be fastened into place.

June 1985 saw mild exterior changes, with the biggest mechanical change being a variable nozzle for the VG20ET turbocharged engine.
The diesel straight-six engine LD28 was also upgraded to the RD28 Straight-6 engine.
An ultrasonic sensing electronically controlled suspension called Super Sonic suspension was added to the options list, with an upgrade to MacPherson struts for the front and a rigid link coil suspension for the rear.

Export versions usually received the diesel sixes or the three-liter six-cylinder engines, although there was also a version with the four-cylinder 2.3 litre SD23-engine, producing 74 PS (54.4 kW) (SAE net).
With nearly exactly the same specifications as the Japanese market engine, the fuel-injected three-liter six claimed 166 PS (122 kW) (SAE net) or 155 PS (114 kW) (DIN) in export, as opposed to 180 PS (132 kW) JIS in Japan.
There was also a carbureted version available in some markets such as the Middle East, with 148 PS (109 kW) at a lowly 4,800 rpm.
June 4, 1983 saw a major restyle of the previous generation for all versions of the Gloria. Sedans used for taxi service utilized four round headlights whereas other versions upgraded to European style halogen headlights.
The straight-six engine, which had been used for many years, was upgraded to an all new V6-design, called the VG series engine which made its debut in the Cedric/Gloria. This was the first, mass production V6 engine built in Japan. The VG range uses fuel injection rather than carburetors for fuel delivery. The VG20ET was turbocharged, for better performance while staying within the Japanese tax parameters for a compact car. The twin-carbureted four-cylinder CA20S engine was fitted to the lowest-spec versions (standard, De Luxe). This four-cylinder was also available in a version built to run on LPG fuel, meant to be used for taxi service. From February 1984 there was also a six-cylinder L20P, which also ran on LPG. In June 1984 the powerful 3-litre VG30ET turbo V6 was introduced.
Trim levels offered were the Brougham, SGL, Grand Edition, GL Grand Edition, GL and the Standard. In June 1984 the Brougham VIP appeared as the top level car. The Jack Nicklaus special edition, introduced with the previous edition, was a sales success for the company and continued to be offered as a hardtop and only with a turbocharged engine. Electronic adaptive self-levelling air suspension also appeared in June 1984.
For the four-door hardtop, the front driver and passenger seat belt shoulder strap was connected at the top to the ceiling, however, the upper portion could be detached, with the shoulder strap resting on the driver's and passenger's shoulder so that rear passengers could have an unobstructed view from the rear seat without the seat belt hanging from the ceiling. The upper part would then swing up to the ceiling and could be fastened into place.
June 1985 saw mild exterior changes, with the biggest mechanical change being a variable nozzle for the VG20ET turbocharged engine. The diesel straight-six engine LD28 was also upgraded to the RD28 Straight-6 engine. An ultrasonic sensing electronically controlled suspension called Super Sonic suspension was added to the options list, with an upgrade to MacPherson struts for the front and a rigid link coil suspension for the rear.
Export versions usually received the diesel sixes or the three-liter six-cylinder engines, although there was also a version with the four-cylinder 2.3 litre SD23-engine, producing 74 PS (54.4 kW) (SAE net). With nearly exactly the same specifications as the Japanese market engine, the fuel-injected three-liter six claimed 166 PS (122 kW) (SAE net) or 155 PS (114 kW) (DIN) in export, as opposed to 180 PS (132 kW) JIS in Japan. There was also a carbureted version available in some markets such as the Middle East, with 148 PS (109 kW) at a lowly 4,800 rpm.
Nissan Gloria