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111-543: 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; 794,428 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

222-452: A belt-driven single overhead camshaft. The 128 was styled similarly to the 124 and 125 and featured rack-and-pinion steering, Pirelli 145R13 Cinturato or 145R13 Michelin ZX radial tyres, front disc brakes, independent rear suspension with a transverse leaf spring, and a strut-type front suspension with integral anti-roll bar. Initially, the 128 was available as a two-door or four-door sedan. At

333-433: A brake servo. 1974 saw the launch of the 128 Special, with rectangular headlights , chrome accents, extra equipment, better seats and upholstery, plus availability of a 1290 cc engine, producing 60 PS (44 kW; 59 hp). In 1976, the sedan and stationwagon received a proper facelift with a new front and rectangular headlights for all versions, new bumpers with incorporated indicators, redesigned tail lights for

444-437: A carburetor of outdated design, an old-fashioned two-way catalytic converter with an air pump , and exhaust gas recirculation .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

555-635: A four-door sedan or five-door wagon, the Fiat 128 Rural , the latter unique to Argentina. Several trims and versions were available, including the IAVA sport series. In 1983 the car received a facelift with new headlamps, tail lamps and front grille, which was marketed as the Fiat Super Europa . In Colombia, the Fiat 128 was produced by "Compañía Colombiana Automotriz" in Bogota between 1973 and 1980. It

666-881: A holder for cooling two soft drink cans became optional on the GVX model. The standard model became the GV Plus. 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

777-519: A longer wheelbase. It was developed in-house by SEAT and produced exclusively by the Spanish automaker without any equivalent model in Fiat's range. In addition, in Spain many car bodybuilders or companies associated with SEAT, manufactured several versions derived from the 600: '750 Primavera', 'Rany', 'Milton', 'Serra', 'Gredos', 'Avia 50', 'Buggy', 'Siata Minivan', 'Siata Tarraca', etc. The SEAT 600

888-503: A necessary step for importation to EU countries. 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

999-454: A new steering wheel, inner ceiling, and seat coverings. The hubcaps were replaced with tiny rubber caps. The 767 cc 600 R had 36 hp SAE (26 kW) thanks to higher compression than in the E, and was in turn replaced by the 32 hp DIN (24 kW) 843 cc 600 S in July 1977. The 600 S featured new bumpers with rubber overriders and a black plastic faux-grille to replace

1110-547: 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

1221-416: 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

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1332-685: A record price of $ 170,500 at a collector car auction in Scottsdale, Arizona, in January 2015. Italian tuning company Abarth produced various versions of the Fiat 600 from 1956 to 1970 under a variety of model names, including Abarth 210 A, Fiat-Abarth 750, 850, and 1000. Many suffixes like Granturismo, Berlina, TC, and TCR were also used and many were built with aluminium bodywork by Zagato and other famed Italian carrozzerie . Abarth competitor Giannini Automobili also produced tuned 600s (as did countless other, smaller modifiers), most famously

1443-403: A single oil sump — despite disparate lubricating requirements — and located the engine's radiator at the side of the engine, away from the flow of fresh air and drawing heated rather than cool air over the engine. The layout often required the engine to be removed to service the clutch. The Fiat 128's arrangement had numerous differences. As engineered by Dante Giacosa , it featured

1554-417: 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

1665-666: A three-door hatchback (Zastava Yugo 311/313), four-door saloon (Zastava Yugo 411/413) and a five-door hatchback (Zastava Yugo 511/513). The car was until the end of its production still very popular and was the Serbian automaker's most affordable model. Production ended in November 2008 after Fiat purchased the Zastava factory in Kragujevac, however production of the pick up variant Zastava Poly continued in very limited numbers at

1776-534: A transverse-mounted engine with unequal-length drive shafts and an innovative clutch release mechanism — an arrangement which Fiat had strategically tested on a previous production model for a full five years, the Primula from its less market-critical subsidiary, Autobianchi . The layout enabled the engine and gearbox to be located side by side without sharing lubricating fluid while orienting an electrically controlled cooling fan toward fresh air flow. By using

1887-467: A tubular steel bar; and halogen headlamps and bumper-mounted auxiliary lamps. At the rear dual round tail lamps replaced the square ones found on the regular two-door 128. "Rally" badging on the bonnet and boot lid and stripes along the side sills completed the sporty look. The interior was upholstered in black leatherette, and the dashboard housed upgraded instrumentation: a tachometer was standard equipment, and water temperature and oil pressure gauges took

1998-427: 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

2109-684: Is a good small car, but would you be seen in one?" In 1988, Zastava launched the first of its new "Florida" range, envisaged as a long-term replacement for the ageing Stojadin. Styled by Giorgetto Guigiaro, the car was a modern design for the time, and bore more than a passing resemblance to the Citroën ZX . The Florida, marketed as the "Sana" in the United Kingdom, first appeared in Britain in 1990 and seemed set to fare well with positive early reviews. The Stojadin range ceased to be exported to

2220-521: Is a small, rear-engined city car and economy family car made by Italian carmaker Fiat from 1955 to 1969 — offered in two-door fastback sedan and four-door Multipla mini MPV body styles. The 600 is considered a pop icon of the Italian economic miracle , and the three-row seating Multipla, though diminutive and odd-looking, is seen as one the first mass-produced minivans . Measuring just 3.22 m (10 ft 7 in) long, its all-new design

2331-431: Is an Experimental Safety Vehicle that Fiat developed in 1972 based on its 128 model. It had a totally new 5-door hatchback design, with an extra strong passenger cell, but used the mechanicals of the standard 128 with 1290 cm3 engine. The ESV 2000 's weight was 360 kg (794 lbs) higher than that of the original 128. Fiat 600 The Fiat 600 ( Italian : Seicento , pronounced [ˌsɛiˈtʃɛnto] )

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2442-470: Is believed to be the sole remaining example, according to a recent report by Quattroruote 's "Ruoteclassiche" vintage division. It was powered by an innovative single-cam V2-cylinder engine designed to simplify maintenance and did not feature a clutch pedal. At the official launch in 1955, FIAT engineer, Dante Giacosa declared that the aim had been to create something new, both in the interest of progress and simplification. This prototype, however, did not become

2553-508: The Fiat X1/9 sports car. With engineering by Dante Giacosa and engine design by Aurelio Lampredi , the 128 was noted for its relatively roomy passenger and cargo volume — enabled by a breakthrough innovation to the front-engine, front-drive layout which became the layout "adopted by virtually every other manufacturer in the world" for front-wheel drive. Fiat promoted in its advertising that mechanical features consumed only 20% of

2664-476: The Spanish miracle and where it was nicknamed Seiscientos ; Argentina , where it was nicknamed Fitito (a diminutive: "little Fiat") and former Yugoslavia where it was nicknamed Fića or Fićo (pronounced 'fee-cha' or 'fee-cho' respectively). Fiat replaced their 500 and 600 with the 126 and 127 models , featuring much more modern, but again very similar styling, however where the 126 carried over much of

2775-481: The US from 1958 to 1962. Famous Fiat Jolly owners include Aristotle Onassis, Yul Brynner , Grace Kelly , Mary Pickford , Mae West , Gianni Agnelli (for whom the original Jolly was constructed), Josip Broz Tito , Wiley T. Buchanan Jr. , and James Inglis. Fiat Jollys are highly sought after by collectors; however, replicas are being made and are being passed off as authentic. A genuine 1960 Fiat Jolly "600" model brought

2886-612: The Zastava Special Automobiles factory (156 cars built in the last year) until December 2010. For South Africa only, a pickup version was also developed by Fiat in Italy to contest that country's popular "bakkie" category. It entered production in 1978. It could handle a payload of 500 kg (1,100 lb) and was based on the station wagon model. As per dealer demands, the fuel tank was enlarged to 52 L (13.7 US gal). In Spain, SEAT manufactured

2997-541: The front-engine, front-drive layout which became the layout "adopted by virtually every other manufacturer in the world" for front-wheel drive. Giorgetto Giugiaro noted that in 1970, Volkswagen completely dismantled a Fiat 128, recognizing it as the reference for their forthcoming Golf . Fiat promoted in its advertising that Enzo Ferrari drove a 128 as his personal vehicle." Fiat built an entirely new plant in Rivalta, north-west of Turin, specifically to manufacture

3108-419: The "Hiljadu i trista" ("one thousand three hundred") and was powered by a 1,300 cc engine. One of the most successful and recognizeable models were those based on the Fiat 128 model, marketed under different names: Zastava 101(hatchback), 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

3219-634: The "Marinella" with a wickerwork wraparound bench in the rear. The Fiat 600T is a van derivative of the 600 Multipla. It is powered by a rear-mounted 633 cc 4-cylinder engine. In 1958 Fiat shipped a number of Fiat 600s to the Italian design house Ghia for conversion into the Jolly. Featuring wicker seats and the option of a fringed top to shield its occupants from the Mediterranean sun, these cars were originally made for use on large yachts of

3330-497: The 127. Codenamed Progetto 100 ("Project 100"), the Fiat 600 mirrored the layout of the Volkswagen Beetle and Renault 4CV of its era. Aimed at being an economical but capable vehicle, its design parameters stipulated a weight of around 450 kg with the ability to carry 4 people and luggage with a cruising speed of no less than 85 km/h. A total of 5 prototypes were built between 1952 and 1954, which all differed from each other. Chassis number 000001 with engine number 000002

3441-513: The 128 Coupé, also called 128 Sport, a 2-door, 4-seat coupé designed in-house and based on a shortened 128 chassis. It was produced until 1975, but in latter years sales were dropping off considerably in favor of the mid-engined X1/9 . Since Fiat had to pay a commission to Bertone for every X1/9, it was decided to provide some internal competition in the form of the updated hatchback coupé 128 3P. "3P" stands for Tre Porte , or "Three Doors" in Italian. Designed by Paolo Boano of Fiat Centro Stile,

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3552-600: The 128 was manufactured with CKD kits from Zastava in Poland and marketed as the Zastava 1100p by FSO between 1971 and 1976 . The 128 formed the basis of the Zastava 128 (four-door sedan) and Zastava 101 (three-door and five-door hatchbacks) ranges of cars manufactured by the " Zastava Automobili " company in Serbia . The 128-based Zastavas were available throughout Europe in the '70s. In Britain, three variants were offered:

3663-478: The 128 3P used the existing design back to the B-pillar, with some detail modifications to the grille and headlights. The Coupé version was available with two different engines (1100 and 1300) and in two different trim levels (S and SL) for a total of four variants. In its base "S" trim, the coupé had single rectangular front headlamps, and wheels and hubcaps from the saloon. The pricier "SL" (for Sport Lusso)

3774-431: The 1290 cm3 - 60 HP engine of the contemporary Special sedan. Sears XDH-1 is an experimental electric car built for Sears, Roebuck and Company by their DieHard battery supplier Johnson Controls (Globe Union) in 1977 to celebrate the 10th anniversary of its DieHard brand of car batteries. The car was a Fiat 128 Coupé equipped with 20 DieHard (12-inch deep cycle marine) batteries, and an electric motor . The ESV 2000

3885-513: The 1970 Turin Motor Show a three-door station wagon model called "Familiare" was added to the line-up. On launch, the car was only available with a 1116 cc engine with 55 PS (40 kW; 54 hp), or 49 hp (37 kW) in USA. The 128 sedan and estate underwent a small refresh in 1972, featuring revisions on the grille, bumpers, dashboard and steering wheel plus addition of

3996-483: The 3P coupé as the SEAT 128 3P . It was available with two engine options from the 124 engine family , the 1.2-litre and the more powerful and well-known 1430 engine from the SEAT 1430 . Was marketed as "Three Times SEAT" in order to underline its triple combination of sportiness, versatility, and design. The SEAT 128 never enjoyed great commercial success, however. 31,893 128s were made between 1976 and 1980. In Sri Lanka,

4107-417: The 500's underpinnings, the 127 was an all new, slightly more expensive design with a front-engine, front-wheel-drive layout , and possibly a rear hatch . But in Spain, SEAT chose to develop a more affordable successor, the 1974 SEAT 133 , updated with a similarly modernised body and interior, but largely reusing the Fiat 600 platform. For a while, Fiat also sold it as the Fiat 133, a cheaper alternative to

4218-432: The 55.5 mm stroke—for a total displacement of 1,290 cc (79 cu in). There was also a twin-choke Weber 32 DMTR carburettor , revised valve timing and a slightly higher 8.9:1 compression ratio . Engine output was now 67 DIN -rated metric horsepower (49 kW; 66 hp) at 6,200 rpm and 88 DIN-rated newton-metres (65 lb⋅ft) of torque at 4,000 rpm. Other mechanical improvements were

4329-488: The 600 with rear-hinged doors and the 633 cc engine with 28 hp (21 kW), made mainly from parts shipped in from Italy. As a new plant was constructed in the Ferreyra, a suburb of Córdoba , the local parts content steadily increased. In 1962 the 600D was introduced, with a 32 hp SAE (24 kW) 767 cc engine. In August 1964, around the same time that the local firm changed its name to Fiat Concord S.A.,

4440-454: The 600's layout and design. Later, the 600's platform also formed the basis for the larger 850 saloon, coupé and spider, launched from 1964, which coexisted with the 600 in Fiats line-up for five years, until the 600 was cancelled. During the 1950s, 1960s, 1970s, and 1980s, many units were built under licence in countries such as Spain (as SEAT 600 ), where it became the cultural icon of

4551-459: The 767 cc version. The car had good ventilation and defrosting systems. A year after its debut, in 1956, a soft-top version was introduced, as well as a six-seater variant—the Fiat 600 Multipla. It was a precursor of current multi-purpose vehicles . The millionth 600 was produced in February 1961, less than six years after the car's launch. At the time when the millionth car was produced,

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4662-662: The British market. The new Yugo competed with indigenous cars such as the Austin Mini-Metro and Ford Fiesta MK1 / MK2 , captive imports such as the Vauxhall Nova ( Opel Corsa A), and French models like the Citroën Visa and Talbot Samba . In 1984 only, Zastava (GB) LTD imported small numbers of the Zastava 128. After that, with the company's branding altered to "Yugo Cars", relegating the Zastava name to

4773-647: The Fiat 128 was manufactured by the Upali Motor Company until 1978 . This car was commonly known as the Upali Fiat in Sri Lanka. The Fiat X1/9 is a two-seater mid-engined sports car designed by Bertone and manufactured by Fiat from 1972 to 1982 and subsequently by Bertone from 1982 to 1989. Designed around the Fiat SOHC engine and transmission from the front wheel drive Fiat 128,

4884-406: The Fiat 147 in April 1982, after having undergone one last tiny facelift in 1981 (black head and taillight surrounds, a black "shield" up front). Initially, the new 147 also used the 903 cc engine. In Colombia , it was assembled by Colombian Mazda assemblers, Compañía Colombiana Automotriz , from 1979 to 1982. Marketed as the Fiat 750Z, colloquially it was called the "topolino". Parts content

4995-433: The Fiat 600 is water-cooled with an ample cabin heater and, while cooling is generally adequate, for high-power modified versions a front-mounted radiator or oil cooler is needed to complement the rear-mounted radiator. All models of the 600 had generators with mechanical external regulators. The top speed ranged from 95 km/h (59 mph) empty with the 633 cc inline-four engine to 110 km/h (68 mph) with

5106-612: 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 (for "Great Value"), 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

5217-760: The Koral versions available, 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, with a Peugeot fuel-injected 1.1 L-60 PS (44 kW) engine, met the European Union safety standards in a test supervised by the German Technischer Überwachungsverein (Technical Monitoring Association),

5328-477: 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

5439-459: The Primula as a test-bed, Fiat was able to sufficiently resolve the layout's disadvantages, including uneven side-to-side power transmission, uneven tire wear and potential torque steer , the tendency for the power of the engine alone to steer the car under heavy acceleration. The compact and efficient layout — a transversely-mounted engine with transmission mounted beside the engine driving

5550-537: The Stojadin towards the new “Yugo” series which began production in October 1980 and appeared on British roads from 1983 onwards. The "Type 102" answered a call for a more compact, economical family car with a hatchback. The "Type 102" morphed into the early production Yugo 45 with a 903 cc engine, later into the 55 with a 1,116 cc engine and then the more powerful 65 fitted with a 1,301 cc engine also became available in

5661-865: The U.S. public at the Los Angeles Auto Show in May 1984. The car was promoted with a ten-year/100,000-mile (160,000-km) warranty, free maintenance, and a price of only $ 4,500. Front-page articles about the Yugo appeared in the Los Angeles Times (Business Section), 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

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5772-457: The United Kingdom in 1991, with sales of the Sana under way. Fiat 128 The Fiat 128 is a transverse front-engine, front wheel drive small family car manufactured and marketed by Fiat from 1969 to 1985 as a two- or four-door sedan, three- or five-door station wagon as well as two- or three-door coupé. The 128 running gear and engine, reconfigured for a mid-engined layout, were used in

5883-430: 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,

5994-521: The X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout . With a transverse engine and gearbox in a mid-mounted, rear-wheel drive configuration , the X1/9 was noted for its balanced handling. The Moretti Motor Company of Turin , Italy produced the Fiat 128-based Moretti 128 in coupé and cabriolet versions. Built in

6105-576: 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

6216-576: 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 (DMB) . The 1.0L and 1.1 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 (Koral 65). The fuel-injection system

6327-717: The Yugo Koral model, known as the Zastava Koral IN, which had central locking ; a three-step rotary switch for leveling the headlamps in four positions; a four-speaker audio system; electric windows; folding electro-adjustable side-view mirrors , alloy wheels; 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 all

6438-443: 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, safety, and reliability, though the car has also picked up a cult following. Over the course of its production, the model range was marketed under various nameplates: Yugo 45 derivative models have included

6549-572: 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 (ZCZ-Zavodi Crvena Zastava) with an idea to export

6660-696: 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: Zastava Cars Limited (GB) set up its headquarters at Basingstoke Road in Reading, Berkshire , in 1981, and

6771-405: 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,

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6882-456: The addition of a vacuum servo , an engine protection plate, better tyres, new gear ratios for the 4-speed transmission, a higher capacity battery and an alternator in place of the dynamo ). A number of exterior features set the Rally apart from other 128s. At the front there was a black radiator grille, carrying the round Fiat emblem typical of the marque's sports cars; split bumpers joined by

6993-503: The beginning of the 1970s, with Fiat and likes of Datsun , Renault and Volkswagen being particularly successful. The Fiat 128 Rally was a sporty, 1.3-litre-engined version of the 128 two-door saloon, introduced at the 41st Geneva Motor Show in March 1971 and produced up to 1974. Compared to the regular 128's 1,116 cc four-cylinder engine, the Rally's type 128 AR engine had been bored out 6 mm to 86 mm—while keeping

7104-412: 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

7215-429: The chosen design. The car had hydraulic drum brakes on all four wheels. Suspension was a single double-mounted leafspring—which acts as a stabilizer—between the front wheels coupled to gas-charged shock absorbers , and an independent coil-over-shock absorber setup coupled to semi-trailing arms at the rear. All 600 models had 3-synchro (no synchro on 1st) 4-speed transaxles . Unlike the Volkswagen Beetle or Fiat 500 ,

7326-657: The contemporary Morris 1300 on maximum speed but usefully ahead on acceleration. The two were closely matched on fuel economy, where both were outrun by the Ford Escort 1300 Super also included in the comparison, here in its four-door version. The Fiat's £876 manufacturer's recommended price was not too far above the Morris 1300's £830 and the Escort's £838. The testers commended the Fiat's interior space and excellent performance. Wind and road noise were low, but engine noise

7437-612: 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. International Automobile Importers (IAI) 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

7548-780: The eighth industrial power in the world. The Fiat 600 was also manufactured at Fiat Neckar in Germany between 1956 and 1967. Presented in a first time as Jagst 600, in 1960 with the release of Fiat 600D it became Jagst 770. The model was manufactured until the end of 1967, more than 172,000 copies. In former Yugoslavia the model was much sought after, and was produced under the name Zastava 750 (later 850), nicknamed "Fića" or "Fićo" in Serbo-Croatian, "Fičo" or "Fičko" in Slovene, and "Фиќо/Фичо" ( Fikjo/Ficho ) in Macedonian. It

7659-465: 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 (equivalent to $ 11,090.6 in 2023) for the entry-level GV ("Good Value") hatchback equipped with the 1,100 cc overhead-cam five-main-bearing engine and four-speed manual transmission. The similar GVL offered

7770-440: The first cars seen by British motorists were the 1100/1300 series in the autumn of that year, badged as Zastava ZLC (five-door) and Zastava ZLM (three-door). These cars were based upon the Fiat 128 which had been voted European car of the year in 1969. The Kragujevac factory produced faithful copies of the 128 saloon, known as the Zastava 128 (Osmica) and then from 1971 also began production of the Zastava 101. The legendary “Stojadin”

7881-402: 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

7992-453: The front wheels through an offset final-drive and unequal-length driveshafts — subsequently became common with competitors and arguably an industry standard. The layout was sufficiently flexible that Fiat reconfigured the 128 drive-train as a mid-engined layout for the Fiat X1/9 . The all new 1.1 litre Fiat SOHC engine, engineered by noted engine designer Aurelio Lampredi , featured an iron block mated to an aluminum head along with

8103-518: The manufacturer reported it was producing the car at the then remarkable rate of 1,000 a day. As of mid 2017 there were 78 registered as taxed for road use in the UK and 44 registered as SORN (Statutory Off Road Notification). In Spain , the 600 model was made under the make of SEAT from 1957 to 1973. Up to 797,319 SEAT 600 were made at time, and the Spanish car maker exported them to a number of countries worldwide. SEAT produced various derivatives of

8214-432: 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 ($ 1.23 per hour extra), building Yugos destined for

8325-484: The new 128. In all, 2,776,000 sedans and wagons were built in Italy, plus 330,800 coupés and 3Ps. Front-wheel drive had previously been introduced to small, inexpensive cars by BMC , firstly with the Mini in 1959 and then with the larger 1100/1300 series in 1962. During the mid-1960s, Fiat set about designing a new car to compete with the latter. The BMC design of Alec Issigonis had the transmission and engine sharing

8436-459: The original 600 model some of them with improvements and special fittings like the use of "suicide doors" : the SEAT 600 D/E/L Especial an luxury version, the 'Descapotable' cabriolet , the 'Formicheta' commercial version, the 'Múltiple', the 'Savio', the 'Playera', etc. One unique variation produced between 1964 and 1967 was the SEAT 800, the sole four-door derivative of the 600 model which received

8547-409: The place of the ashtray, relocated to the centre console. Front sports seats with headrests and a two-spoke sports steering wheel replaced the standard items. At the October 1972 update of the 128 model range, the Rally received new upholstery (leatherette with cloth seat centres) and a black plastic protection to the front bumper tube. At the 53rd Turin Motor Show of November 1971 Fiat introduced

8658-437: The plants of via Monginevro in a semi-handmade way (these custom-built cars were not assembled in a chain) and in a very limited number (less than a hundred), it cost about 1,500,000 lire in 1969. The interior was very neat and could be customized with many accessories (sports steering wheel, electric windows, leather upholstery ...). In 1975, the two models underwent a slight restyling (new black bumpers, wider) and equipped with

8769-603: The previous chrome iteration. This version was equipped with an enlarged, 843 cc engine that could use 88 octane fuel. That engine was adapted in Córdoba from the 903 cc engine (requiring 93 octane fuel) which equipped the Spanish-sourced Fiat 133, which coexisted with the 600 S in Argentina until 1982. Top speed was up to 120 km/h (75 mph) in the 600 S. The 600 was finally replaced by

8880-438: The range and 128 production finally ended in 1985. The British " Motor " magazine tested a Fiat 128 in April 1970, shortly after its UK launch. The car had a top speed of 85.4 mph (137.4 km/h) and accelerated from 0-60 mph (97 km/h) in 15.5 seconds. An "overall" fuel consumption of 27.5 miles per imperial gallon (10.3 L/100 km; 22.9 mpg ‑US ) was recorded. This put it fractionally behind

8991-517: The rear, above the gearbox. The spare wheel was carried inside the cabin, in front of the passenger seat. The manufacturer advertised a top speed of 90 km/h (56 mph). A 633 cc, RHD Multipla was tested by the British magazine The Motor in 1956. It was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0–50 mph (0–80 km/h) in 43.0 seconds. A fuel consumption of 38.4 miles per imperial gallon (7.36 L/100 km; 32.0 mpg ‑US )

9102-433: The rear. Suspension was the familiar all-independent 128 layout—save for the front anti-roll bar, which had been replaced by radius rods . The braking system consisted of discs at the front and drums at the rear; it was made more efficient by fitting smaller diameter front discs and the front and the vacuum servo first used on the 128 Rally. In Argentina, the 128 was produced from 1971 to 1990 by Sevel Argentina as

9213-407: 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 (at the time) good sales and reputation established in the export markets, especially in

9324-438: The second 600D was introduced, with slight changes to its appearance. The suicide doors continued to be used until the April 1965 appearance of the 600E, which also gained some extra power. Early in 1967 the 600E received a slight facelift with bigger headlights, new rims, and a new "grille" in front. In November 1970 the 600R appeared. The external differences were limited to trim, but the interior saw more thorough changes, with

9435-473: The sedan and a new dashboard, as well as modifications to the engines and gearbox in order to reduce the fuel consumption. At this time, the wagon was renamed "Panorama". Production of all 128s except that of the base 1,100 cc powered model ended in 1979 after the introduction of the Fiat Ritmo/Strada in 1978. In 1980 production of the small three-door station wagon Panorama was dropped from

9546-403: The small print, Zastava (GB) LTD concentrated on selling the 101 range, branded as Yugo 311/313/511/513, and the 45/55/65 series. The cars sold steadily throughout the decade, and though they managed to avoid the dreadful reviews reserved for Lada and FSO , commentators in the British motoring press were rarely more than lukewarm in their praise of the car - a headline from 1986 read "The Yugo 55

9657-431: The top three forward gears. Rear trailing arm suspension also came from the 600, while the front double wishbone suspension —complete with coil springs , coaxial hydraulic dampers and anti-roll bar —as well as steering components were sourced from the bigger 1100/103. Other changes included a larger capacity radiator and relocating the fuel tank (which on the regular 600 was housed in the front luggage compartment) to

9768-454: The units found in the 128 saloon and 128 Rally respectively, and both were fitted with twin-choke carburettors and a two-piece exhaust manifold . The 1100 (1,116 cc) produced 64 PS DIN (47 kW; 63 hp) at 6,000 rpm and 81 N⋅m (60 lb⋅ft) at 3,800 rpm, while the 1300 (1,290 cc) produced 75 PS DIN (55 kW; 74 hp) at 6,600 rpm and 92 N⋅m (68 lb⋅ft) at 3,800 rpm. Top speed

9879-473: The vehicle's volume. Named European Car of the Year in 1970, over three million were ultimately manufactured. In 2012 automotive journalist Jamie Kitman called the 128 a "pioneer of the small cars we drive today." With engineering by Dante Giacosa and engine design by Aurelio Lampredi , the 128 was noted for its relatively roomy passenger and cargo volume — enabled by a breakthrough innovation to

9990-447: The wealthy ( Aristotle Onassis owned one). The car was designed as a luxury vehicle for wealthy Europeans and the US market. With a cost of nearly double that of a standard "600", they were made in a very limited production. It is believed that fewer than 100 exist today, each one being unique. 32 Jolly cars were used as taxis on the island of Catalina off the coast of Los Angeles in

10101-463: Was 42 to 45 miles per US gallon (5.6 to 5.2 L/100 km; 50 to 54 mpg ‑imp ) at 70 miles per hour (110 km/h). 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 30 miles per US gallon (7.8 L/100 km; 36 mpg ‑imp ) range, for it

10212-572: Was Fiat's first rear-engined car, and was priced at 590,000  lire (the equivalent of about €8,680 or US$ 9,440 in 2023). The total number produced from 1955 to 1969 at the Mirafiori plant in Turin was 2,695,197. The 1955 Fiat 600 also formed the blueprint for an even smaller sibling, the 2.97 m (9 ft 9 in) 2nd generation "Nuova" (New) Fiat 500 , launched two years later – which was, although rounder in shape, largely copied from

10323-625: Was a Fiat 128 with a redesigned rear which was available in three- and five-door hatchback versions. In 1982–1983, as sales slowly improved, Zastava Cars Limited introduced special trim levels in the form of the "Mediterranean" and the "Caribbean". The United Kingdom market (and from 1985-1992 the Republic of Ireland) were the only markets catered for right-hand drive versions. By the time the first British users were adjusting to their new Yugoslav machines, attention in Yugoslavia had moved away from

10434-534: Was a Motronic MP3.1, which was later upgraded by Bosch as the Motronic M4.6 MPI on 1.1- 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. Near the end of its production run, Zastava sold an updated version of

10545-450: 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 90 mph (145 km/h). 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

10656-576: Was achieved by moving the driver's compartment forward over the front axle, effectively eliminating the boot but giving the body a very minivan -like "one-box" , flat-front look. The car debuted at the Brussels Motor Show in January 1956, and was discontinued in the spring of 1967, to be replaced by the Fiat 850 Familiare . The Multipla name was reintroduced in late 1998 for the Fiat Multipla compact minivan . The 600 Multipla

10767-618: Was already in progress. In November 1984, the marketing rights were sold by YugoCars to International Automobile Importers (IAI) for $ 50,000 ($ 10 per car). 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

10878-409: Was available in three interior configurations: As mentioned, the 600 Multipla used the type 100.000 663 cc overhead valve inline-four cylinder engine from the 600 saloon, producing 21.5 DIN -rated PS (15.8  kW ; 21.2  hp ) or 24.5 CUNA -rated PS at 4,600 rpm. A shorter final drive ratio was the only change made to the 4-speed manual transmission , with synchromesh on

10989-472: Was being sourced from Renault and a larger model (named the " Florida ") 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

11100-440: Was distinguished by quadruple round headlamps, a specific grille, steel sport wheels without hubcaps, chromed window surround trim, door handles and fuel cap, and black decorative striping along the sills and across the tail panel. Inside it gained a leatherette-wrapped steering wheels, perforated leatherette upholstery, extended four-gauge instrumentation, loop pile carpeting and black headlining. The two engines were developed from

11211-402: Was divided into 60 per cent Colombian parts and 40 per cent Serbian parts (from the Zastava 750). The Fiat 600 Multipla was a four-door MPV based on the Fiat 600's drivetrain and Fiat 1100 front suspensions, that sat up to six people in a footprint just 50 cm (19.7 in) longer than the original Mini Cooper and on the same 2 m (78.7 in) wheelbase as the 600 saloon. This

11322-486: Was faster and more able to keep up on North American freeways. Even so, with an 86 mph (138 km/h) 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

11433-471: 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

11544-478: 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 750s 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 President Tito . Zastava introduced its Jugo (or Yugo) model on its own initiative in 1980. It

11655-601: 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

11766-531: Was not. The 128 went on sale on the UK market around the same time as the Rootes Group's Hillman Avenger , and shortly before the Vauxhall Viva was transformed from its second generation to its third generation. The market leader in this sector at the time was British Leyland's 1100 and 1300 range. Sales of imported cars in the UK were in the first stages of a sharp rise in their market share at

11877-457: Was only built as a 4-door sedan. Between 1973 and 1978, it was marketed as Fiat 128 L , with a 1.3-liter, 4-cylinder engine. Starting in 1978, a version with a 1.1-liter engine called the Fiat 128 San Remo was also offered . Until 2009, CKD kits from Zastava were manufactured by Egypt's Nasr car company as the Nasr 128 . The Yugoslav-exclusive hatchback variant (known as the Zastava 101) of

11988-401: Was over 150 km/h (93 mph) and 160 km/h (99 mph) respectively. The 128 3P was also assembled by SEAT in Spain as the SEAT 128 , Spanish cars were fitted with engines from the 124. Compared with the 128 saloon, the coupé had a 23 cm (9.1 in) shorter wheelbase (at 2,223 mm or 87.5 in), and tracks 20 mm wider at the front and 45 mm narrower at

12099-583: Was produced by the Zastava factory in Kragujevac , Serbia , from the early 1955 until 1985, during which time it played a major role in motorisation of the country, due to its affordability. The 600 was built as the Fiat 600 R by Sevel in Argentina from 1960 to 1982, with assembly operations also taking place (beginning somewhat later) in Uruguay by Ayax S.A., and in Chile . At first, Someca S.A. built

12210-546: Was recorded. The test car cost £799 including taxes on the UK market. In September 1960 the 600 Multipla benefited from the same mechanical upgrades introduced on the 600 D saloon, the most significant one being an enlarged 767 cc engine, and became the 600 D Multipla . As on the saloon, the 106 D.000 four-cylinder had both larger bore and longer stroke, and produced 25 DIN -rated PS (18.4 kW; 24.7 hp) or 29 CUNA -rated PS 4,800 rpm. In 1956, Fissore designed an open-topped Multipla prototype called

12321-474: Was the most popular car in Spain of the twentieth century, because it was the first car that any Spaniard could buy and served to definitively motorize the country. It is a fundamental element of the well-known " Spanish miracle ", the great industrial development that occurred in the 60s during the Government of General Franco. This great development transformed the country from an agriculture-based economy to

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