Yugo


Yugo, also known as the Zastava Yugo, Zastava Koral, Yugo Koral, or Jugo, is a subcompact hatchback manufactured by Zastava Automobiles from 1980 until 2008, originally a Yugoslav corporation. Originally named the Zastava Jugo 45, various other names were also used over the car's long production run, like Yugo Tempo, Yugo Ciao, or Innocenti Koral. It was most commonly marketed as the Yugo 45/55/60/65, with the number referring to the car's maximum power. In the United States, it was sold as the Yugo GV.
Originally designed as a shortened variant of the Fiat 128, series production started in 1980. The Zastava Koral IN, a facelifted model, was marketed until 2008, after which the production of all Zastava cars ended. Between 1980 and 2008, more than 794,000 Yugos were produced in total.
The Yugo was marketed in the United States from 1985 to 1992 by Malcolm Bricklin, who asked Jerry Puchkoff to conceive and produce the market introduction and launch of the Yugo in 1985 with a total of 141,651 sold, peaking at 48,812 in 1987 and falling to 1,412 in 1992. Despite moderate success during its run in the United States and several other export markets, it was criticized for its design, poor safety, and reliability, though the car has also picked up a cult following.

Models

Over the course of its production, the model range was marketed under various nameplates:
  • Yugo 45 / Zastava Koral 45 / Koral 1.0 ,
  • Yugo 55 / Zastava Koral 55 / Zastava Koral 1.1 with the bigger 1.1L 55HP engine from Zastava 101, also carbureted.
  • Yugo 60 ,
  • Yugo 60 efi ,
  • Yugo 65 / Zastava Koral 1.3 ,
  • Yugo 65 efi ,
  • Yugo 65A GLX ,
  • Yugo GV,
  • * Yugo GV Plus Automatic ,
  • * Yugo GV Sport,
  • * Yugo GVC,
  • * Yugo GVL,
  • * Yugo GVS,
  • * Yugo GVX ,
  • Yugo Cabrio,
  • Yugo CL,
  • Yugo Ciao
  • Zastava Koral 'IN ,
  • * Zastava Koral In 1.0E,,
  • * Zastava Koral In 1.1i ,
  • * Zastava Koral In 1.3i ,
  • * Zastava Koral In L,
  • * Zastava Koral 45/55 Van,
  • Yugo Tempo,
  • Innocenti Koral'
  • * Innocenti Koral Cabrio.

    Earlier models

Yugo 45 derivative models have included the Yugo 55, 60, and 65, which all indicated the power of the fitted engine in HP. Yugo engines were produced by the Belgrade company 21. Maj. The 1.0 L and 1.1 L engine was produced and fitted with a carburetor until its end of production in 2010.
In the 1980s, fuel-injected models with a higher engine capacity were gradually introduced, starting with the GVX-EFI. The fuel-injection system was a Motronic MP3.1, which was later upgraded by Bosch as the Motronic M4.6 MPI on 1.1 L and 1.3 L engines, adding multiport fuel injection. It had a three-way catalytic converter and a Lambda sensor.
Zastava did not target only the West: In early 1985, 500 Yugos were exported to China, and exports to Bulgaria and Egypt were already established.

Later models

Near the end of its production run, Zastava sold an updated version of the Yugo Koral model, known as the Zastava Koral IN, which had central locking. It included a three-step rotary switch for leveling the headlamps in four positions, four-speaker audio system, electric windows, folding electro-adjustable side-view mirrors, alloy wheels, an optional air conditioner, and an optional Renault-designed three-speed automatic transmission. Zastava sold these in Serbia, Montenegro, Croatia, Bosnia and Herzegovina, North Macedonia, Greece, Lebanon, Libya, Syria, Tunisia, and Egypt.
Besides the Koral versions, other models included the Florida and Skala. In October 2003, an agreement with Fiat was reached for production of the Fiat Punto by Zastava for Eastern European markets, known as the Zastava 10. The Koral IN L, equipped with a Peugeot fuel-injected 1.1 L- engine, met the European Union safety standards in a test supervised by the German Technischer Überwachungsverein, a necessary step for importation to EU countries.

Powertrains

History

Background

Zastava was founded as an arms manufacturer in 1853. By the late 1930s, the company had expanded into automobile production supplying Ford-designed trucks to the Royal Yugoslav Army. Vehicle production continued until 1941, when World War II reached Yugoslavia. Following the war, Zastava was permitted to produce Jeeps under license from Willys-Overland until production was halted in the early 1950s.
As Zastava celebrated its 100th anniversary, it started producing vehicles under license from Fiat. The first passenger models were produced on 26 August 1953 using designs licensed by Fiat of Turin.
The first widely successful model was a licensed version of the Fiat Milletrecento in which Zastava also introduced some local modifications. It was a sedan called the "Hiljadu i trista" and was powered by a 1,300 cc engine.
One of the most successful and recognizable models were those based on the Fiat 128 model, marketed under different names: Zastava 101, Zastava 128, Zastava 311, Zastava Skala, etc.
From 1962 to 1985, Zastava produced its second most popular model, an updated version of the rear-engined Fiat 600, called the Zastava 750. It featured a larger engine capacity, larger headlights, bigger fuel tank and modernized interior. The most popular model was the Zastava 101, a hatchback version of the Fiat 128. The 101 also formed the basis for the smaller Yugo.
By the 1970s, it was clear to Zastavas engineers that the design and technology of their entry level model in their production lineup, the Zastava 750, was highly outdated. The Yugo was designed as a more modern replacement for Zastavas, at the time entry model, the 750. However, due to the 750's popularity the Yugo and the 750 were initially produced simultaneously from 1980 until 1985, after which production of the 750 ended. The first Yugo prototype was manufactured on 2 October 1978 and was supposedly given as a gift to then Yugoslav President Josip Broz Tito.

1980s

Zastava introduced its Jugo model on its own initiative in 1980. It was a shorter version of the 128-based cars already built by the company. Zastava soon began exporting its new offering to other Eastern European markets, installing the bigger 128 overhead-cam engine for a top speed of. The production officially started on 28 November 1980.
The parts production by Yugoslav republics was as follows:
Early 1980-1985 models featured opening vent windows, round side indicators, only a single set of tail lights on each side of the car, no rear defroster, and usually a black interior with a black dashboard, and many metal trim pieces such as window crank handles and door handles. Since around 1985, the cars received more comfortable seating, a blue or brown dashboard, two-part tail lights on each side, square side signals, rear defroster, redesigned instrument cluster, and fixed vent windows in the front doors.
Many mechanics and even Zastava factory workers agree that the "best" Yugos ever were built between 1988 and early 1991. Quality control was good; high standards were set in terms of plastic quality, seat cloth, and "a well screwed together" interior. Paint and antirust coatings were also well done during that period, evidenced by many cars still showing no signs of rust, tears in the seats, or major engine issues after more than 20 years.
1989 was considered a "golden year" for Yugos because almost 200,000 were built that year, and many can still be seen on the road today. Also, cars were usually branded Yugo instead of Zastava during that period, because the company was taking pride in the good sales and reputation established in the export markets, especially in the United States.
In 1990, a batch of 450 cars with automatic transmissions and air conditioning was shipped to the United States. With political problems starting in 1991, quality dropped significantly, with problems such as plastic parts of the dashboard not fitting correctly.
In 1990, a fuel filler flap was added instead of a twist cap, and some minor interior and instrument cluster changes were implemented. In 1991, the dashboard was redesigned first for the Yugo GVX and then for the European model, side butterfly windows were removed, and a bigger tank was introduced.

In the United States

International Automobile Importers was a company founded by Malcolm Bricklin to import the X1/9 and 2000 Spider after Fiat halted their manufacture. Bertone and Pininfarina carried on production under their own names and Bricklin's IAI took over their North American importation. Bricklin wanted to import additional brands, and international dealmaker Armand Hammer had been asked by the Yugoslavs to identify business areas in which they could generate exports to bolster their economy. Hammer thought the idea of exporting the small cars made in Kragujevac, Serbia, by Zavodi Crvena Zastava, would be viable. Zastava had, since the mid-19th century, been a quality armaments producer and sponsored its own museum.
In 1982, U.S. entrepreneur Miro Kefurt contacted Zastava in Kragujevac with an idea to export the Yugo 45 to the United States. The vehicles were to be renamed Yugo GV for the North American market and YugoCars, Inc. was formed in Sun Valley, California, by Kefurt and Ray Burns. The proposal required approval by Fiat in Italy due to existing contractual restrictions in effect for Fiat—Zastava collaborations.
The first three Yugo vehicles, painted red, white, and blue, were introduced to the U.S. public at the Los Angeles Auto Show in May 1984. The car was promoted with a ten-year/100,000-mile warranty, free maintenance, and a price of only $4,500. Front-page articles about the Yugo appeared in the Los Angeles Times, New York Times, and The National Enquirer. However, problems soon arose as one car was sent to the California Air Resources Board for emissions testing, which it badly failed. The Yugo needed much reengineering, and with no help forthcoming from Zastava, Kefurt was in a problematic situation.
Reportedly, Malcolm Bricklin attended the Los Angeles Auto Show, and while the show was still in progress, flew to Yugoslavia to make a deal to import the Yugo to the United States himself. But Kefurt and YugoCars already held the exclusive import contract for 5,000 vehicles for the 1985 model year to be sold only in California, and the California emissions certification was already in progress. In November 1984, the marketing rights were sold by YugoCars to International Automobile Importers for $50,000. Additionally, Miro Kefurt obtained an exclusive dealer franchise from IAI to sell the Bertone X1/9 in North Hollywood, California.
YugoCars had intended to fit their Yugo 45 with the 903-cc, 45-horsepower four-cylinder engine with a three-way catalytic converter and oxygen sensor for emissions control. Predicted gas mileage was at. In late 1983, Zastava added a version called the Yugo 55, powered by a bigger engine used in the Fiat 101/128. IAI's Tony Ciminera preferred using this larger, 1,100 cc engine making 55 horsepower, though it would drop fuel economy to the range, for it was faster and more able to keep up on North American freeways. Even so, with an top speed, it was the slowest car sold in the United States.
Setting up Yugo America to import the car, Bricklin assigned Bill Prior to sort out the distribution and Tony Ciminera to fine-tune the Yugo for the American market. Ciminera carried out a bumper-to-bumper audit that resulted in more than 500 changes to meet the needs of the U.S. market, including compliance with American safety and emissions regulations. The vast Yugo facility was patterned after the Fiat factories of the early 1950s and employed 50,000, divided among 85 basic associated labor organizations and 25 work committees. For U.S. models, a separate assembly line was built with handpicked elite staff earning extra pay, building Yugos destined for the New World. The first shift began at 6:00 am, and after an eight-hour day, many employees left for their second jobs in other workplaces.
The chief engineer and head of Zastava's Research and Development Institute was Zdravko Menjak, who worked with Bricklin's people at the plant to monitor the effort, constantly stressing the need for high quality. A team of British quality experts went to Kragujevac to study the factory and recommend improvements.
In 1984, automobile entrepreneur Malcolm Bricklin tested the United States market for Zastava vehicles, now branded as Yugo. As a result, in mid-1986, Yugo America began selling cars at a starting price of $3,990 for the entry-level GV hatchback equipped with the 1,100 cc overhead-cam five-main-bearing engine and four-speed manual transmission. The similar GVL offered a plusher interior, but the sporty top-line GVX was powered by the 1,300 cc engine mated to a five-speed manual transmission, and included as standard equipment a number of deluxe features such as a ground-effects package, alloy wheels, and rally lights. However, though the GVX was billed as an upscale, sporty version of the base GV, it went from 0 to 60 mph in 13.56 seconds, just a half a second faster than the GV.
Five models of Yugo were sold in the United States during the 1987 model year: the original, basic entry-level $3,990 GV, which was later joined by the sporty looking GVS which received a body kit and other appearance improvements. There was also the GVC with a glass sunroof, the GVL with minor trim and upholstery upgrades, and finally the GVX with the 1,300-cc engine, five-speed manual transmission, and standard equipment including a plush interior, ground-effects package, alloy wheels, and rally lights. The Cabrio convertible was introduced in 1988.
The Yugo was vigorously marketed in the late 1980s as a car that would fit into everybody's life, providing basic economical and reliable transportation along the lines of the Volkswagen Beetle and the earlier Ford Model T. The car was promoted as a uniquely affordable new vehicle — providing an option for buyers who would otherwise have chosen a used vehicle — and as a reliable second car for wealthier buyers. The Yugo carried the tagline "Everybody Needs A Yugo Sometime." This marketing appealed successfully to its target market of low-budget new car buyers, as well as wealthier people looking for an affordable second or third car. A popular ad included the 39-90 campaign, a play on the $3,990 price of the car.
In the late 1980s, an automatic transmission was being sourced from Renault and a larger model had been styled by Giorgetto Giugiaro and was in the early manufacturing stages. With the end of communism, however, Yugoslavia began to unravel.
By 1990, the GV, GVL, and the 1,100-cc engine and four-speed manual transmission were replaced by a 1,300-cc OHC engine and five-speed manual transmission or a Renault-designed three-speed automatic transmission, and an air conditioner with a holder for cooling two soft drink cans became optional on the GVX model. The standard model became the GV Plus.
A pickup prototype was developed for the US market.
In 1990, Yugo America introduced a fuel-injected version of the Yugo GVX to replace the primitive carbureted engine, but it arrived too late as the result of a recall by the United States Environmental Protection Agency of over 126,000 vehicles sold in the United States because they violated emissions regulations. The recall effectively caused Yugo America to cease importation and fold in April 1992. The noncompliant emission system used a carburetor of outdated design, an old-fashioned two-way catalytic converter with an air pump, and exhaust gas recirculation. The power-reducing application of this primitive emissions control equipment on an already-weak engine was one of the major problems that caused the vehicles to get a reputation for poor drivability.
By the early 1990s, the effects of United Nations sanctions on Yugoslavia forced Zastava to withdraw the car from every export market. After embargoes stifled production, the coup de grâce was NATO's 1999 bombing of the company's automotive division, instead of Zastava's arms manufacturing division. Only in 2000 could production be restarted and not until 2003 was the Florida launched.
Malcolm Bricklin signed a deal with Zastava in 2002 to bring the Yugo back to the U.S. with a model tentatively called the ZMW. Under Bricklin's direction, Zastava Motor Works USA expected to sell 60,000 cars in 2003. However, Bricklin instead turned to marketing the Chery line of Chinese cars. Bricklin's foray into importing and marketing Chery cars from China folded in mid- to late 2006 when Bricklin could not come up with the investment required to fund United States-specification vehicles from Chery.
United States sales by calendar year:
19851986198719881989199019911992Total
3,89535,95948,81231,54610,5766,3593,0921,412141,651