built from Japan, which placed a limit on how many ETs could be built without falling foul of laws on local content. The next update came in August 1984 alongside a badge engineered twin, the Holden Astra (LB)—a scheme devised under the Button car plan. To differentiate the Pulsar, Nissan Australia applied the upmarket Japanese market Langley body details for its facelift. The headlamps were now fitted as quad units and narrower horizontal tail lamps distinguished the rear styling. Other changes included an increase in specification, minor suspension calibrations, and refreshed interior trims. Sedan versions had their facelift delayed until November that year, and the ET hatchback lingered on with the older styling until the demise of the N12 in 1987. The Australian-built Pulsar ET was also exported to New Zealand, beginning in 1985. The final Australian N12 update arrived in April 1986 prior to the 1987 N13 introduction. The Holden version was known as the LC Astra. The revisions brought further trim changes, tweaks to the five-speed manual transmission, new colours, a new entry-level DX model, a change from GX to GXE, and the introduction of a larger displacement 1.6-liter engine tuned for unleaded petrol replacing the 1.3- and 1.5-liter leaded units used previously. The ET model also saw its 1.5-liter turbocharged engine updated for unleaded fuel. The N12 was assembled in New Zealand at Nissan NZ's plant in Wiri South Auckland from 1982, and facelifted in 1984 when the main change was a switch to the now compulsory laminated windscreen. This generation was offered in both three and five door hatchback form with both 1.3- and 1.5-liter Nissan E-series engines shared with the also locally assembled Sunny sedan (NZ did not import the equivalent Pulsar sedan). The Holden Astra badged variant was not sold in New Zealand. The EXA Coupé was a limited official Nissan import new but thousands more Japanese market specification models arrived in the later 1980s and early 1990s when the NZ market was opened up to used imports. Europe The European market Cherrys were available with engines ranging from a 1.0-liter, petrol unit via a 1270 cc 60 PS, a 1488 cc 70 PS up to the turbocharged 1.5-liter E15ET and also included the diesel CD17. In early 1983, a 1.7-liter diesel option was introduced; this was the first Cherry diesel. Only a small "diesel" badge on the bootlid betrayed the engine option. To