Japanese market; in the export it was marketed as the 200C, 220C, 260C, and 280C (after 1978). The diesel engine returned, mainly for taxi usage. For the same purpose, there was a version of the four-cylinder "H20" petrol engine which ran on LPG. The engines were further modified as emission control regulations were again adjusted in 1976, using the moniker Nissan NAPS. Trim levels offered were the Deluxe, Custom Deluxe, GL, GL-E, SGL, SGL-E, 2800SGL, and 2800SGL-E. The SGL Brougham also first appeared in this generation. The "SGL" designation stands for Senior Grade Level, and the "E" represents fuel injection. Japanese buyers of the top level "SGL" models were liable for higher road taxes which justified the higher equipment levels and optional features added. October 1977 saw 1 million Cedrics produced. Halogen headlights were added in June 1976. As with the 230, the 330 was offered as a Sedan, Wagon/Van, Coupé, and rare pillarless Hardtop Sedan. Engines: 2.0 L (1982 cc) H20 OHV I4 2.0 L (1998 cc) L20A OHC I6 2.4 L (2393 cc) L24 OHC I6 2.6 L (2565 cc) L26 OHC I6 (1976–1978) 2.8 L (2753 cc) L28 OHC I6 (1978–1979) 2.0 L (1991 cc) SD20 OHV diesel I4 2.2 L (2164 cc) SD22 OHV diesel I4 Fifth generation 430 The 430 series was produced from 1979 through 1983. Engines largely carried over from the previous generation. Most export markets received the 2.8 L L28 OHC I6 or the new LD28 diesel version, and was called the Datsun 280C. For taxi use in Singapore and Hong Kong, the 2.2-liter diesel engine was still available in what was called the 220C; this model was also sold as a sedan or van in Japan until it was cancelled with the 1981 facelift. This was the first generation Cedric with available four-wheel disc brakes, although drums all around were fitted to the cheapest versions. Styling was achieved with the cooperation of Pininfarina, providing a cleaner image than the previous generation. The rear suspension was upgraded to a rigid link coil system. Beginning in August 1980, the six-cylinder 2.8-liter diesel was added to the Van and Wagon models in Japan. A lock-up torque converter was added to the four-speed automatic transmission, which was added in June 1982. This new transmission gave considerably better fuel economy, but did necessitate altering the floor plate to provide a wider transmission tunnel. At this time,