A new third generation front-wheel drive model was launched in 1981, changing the series name again to T11, and sharing its platform with the Compact MPV Nissan Prairie/Multi/Stanza Wagon.

Taxi companies refused to purchase any more Violets, and in a rather drastic facelift gradually introduced beginning in February 1976 Nissan replaced the entire rear end (including the roof panel and the doors) with more traditional, notchback bodywork.

The federal/Canadian version took leaded fuel and depended on an EGR system for pollution control, while the California cars have a catalytic converter and require unleaded petrol.

For the Mexican domestic car market, the 710-series Violet was produced from 1973 to 1978 at Nissan's CIVAC assembly plant, near Cuernavaca, Mexico.

In 1974, going on with the same business strategy, the 710-series Violet was introduced to the Mexican car market badged as the new Datsun 160J, the replacement for the single-offered Bluebird lineup.

The Mexican 710 Violet range was integrated only by the 4-door Saloon alongside the Wagon, lacking the sporty 2-door/coupe bodies offered in some other countries.

The fastback-styled 710 4-door saloon design was marketed from 1974 to 1977, being replaced in 1978 with the notchback-styled 711 Violet (which intended to improve the fastback's bad rear visibility complained by some customers).

From a time in the Mexican popular slang, sometimes this car is referred to as "bolillo", the spanish word for a bread roll, due to its similar rounded shape.

Due to the short notice and short timeframe of the licence requirement relaxation, the cars imported differed slightly in specification from shipment to shipment - some had Japanese market amber front park lights, front guard-mounted exterior rear view mirrors and 'Violet' badges; later units had clear lenses and 140J/160J badging.

[15] It was also joined by two badge engineered versions: the Japanese: Nissan Auster went on sale alongside the Violet and was aiming for an air of "quality and youthfulness.

"[16] The Stanza followed in August and was meant to be more luxurious; it was only offered in the higher equipment levels and was also differentiated by having a different bonnet and single rectangular lights rather than the twin round units seen on the Violet and Auster.

Originally it was only sold with the 1.4-litre A-series engine (not available in the Stanza) and the 1.6-litre L, although North American market cars received a two-litre version.

[17] Nissan introduced their emissions control technology with this generation, called NAPS, and the cars received a new chassis code of A11.

[21] The five-door bodywork only became available in the Auster and Violet versions as of April 1980, meaning that they were only built for fourteen months as the car was replaced by the T11 generation in June 1981.

In the rest of Europe it was usually sold as the 160J (or 140J), a variety of bodystyle and equipment combinations were offered, with a Coupé SSS with twin SU-carburetors available at the top of the lineup.

[24] In Thailand it was marketed as the Datsun Stanza (with additional Nissan badges during the transition period) by local assembler Siam Motors.

For 1982, the Mexican A10 cars sported the same facelift works made on the 1979-1981 Japanese-produced Violets, going on a bit with the North American-spec A10 units (marketed in the USA as Datsun 510, hinting then the well-gained reputation of the former 510-series Bluebird model of the late 60s-early 70s).

This slight facelift focused majorly on the updated front grille, featuring a singled or doubled set of new squared or rectangular-shaped headlights.

[30] A front-wheel drive Stanza was introduced in 1981 – the first middle-class Datsun to be of that configuration, and the first Japanese car in the category built to the principles which had been established in Europe for this class since a few years back.

There was also a small later shipment of cars for public sale (this time without a/c) but, as usual with low-volume imports of this type by Nissan and rivals, most were presold before the ship docked.

The Auster was a higher specification and sportier version of the Stanza for the Japanese domestic market, with the emphasis towards a younger demographic.

Various trim packages were labeled, 1600 CS-X, Auster JX, GS-X Extra, and the 1800 GS-L Super Saloon.

The Stanza T11 series was the only time in the US market that a Nissan was rated more-reliable than the Toyota Camry, between 1983 and 1986, according to 1983-1986 Consumer Reports magazine.

The car was unusually heavy for its class, due to sharing a platform with the contemporary Maxima and as a result of its small engine, underpowered.

[34] In part to offset this, some export markets offered turbocharged models, badged "Supremo"; and a cousin, the "Auster XTT".

The Bluebird proved so popular that in December 1987 Nissan announced the institution of a third shift, in order to bump production from 29,000 to circa 40,000 cars annually.

[35] Being built in the United Kingdom, it was possible to sell the Bluebird in markets like Spain and Italy without the quota limitations imposed on Japanese-made cars.

The bodyshell's resistance to corrosion has become legendary - it is not uncommon to see Bluebirds as old as 1987 or 1988 vintage still on British roads with virtually no trace of rust at all.

[citation needed] Almost all petrol T12/T72 Bluebirds came with 8-valve versions of Nissan's CA Engine and either a five-speed manual or a four-speed automatic transmission.

The JDM Bluebird has the rear license plate higher between the tail lights, whereas the Stanza's is mounted on the bumper.