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((Short description|A subcompact car manufactured by Zastava))
((Other uses))
((multiple issues|
((original research|date=February 2020))
((more citations needed|date=February 2020))
))
((Infobox automobile
| image = 1988 Yugo GV in Blue, front left.jpg
| caption = 1988 Yugo GV
| name = Yugo
| manufacturer = [[Zastava Automobiles|Zastava]]
| assembly = [[Kragujevac]], Serbia
| production = 28 November 1980 – 11 November 2008
| class = [[Subcompact]] ([[B-segment|B]])
| aka = ((ubl
  | Zastava Jugo/Yugo
  | Zastava Koral
  | Yugo 45/55/60/65
  | Yugo Ciao
  | Yugo GV/GVL/GVS/GVX
  | Yugo Koral
  | Yugo Tempo
  | Innocenti Koral
  ))
| platform =
| body_style = ((ubl |3-door [[hatchback]] |2-door [[convertible]]))
| layout = [[Front-engine, front-wheel-drive layout|FF layout]]
| engine = ((ubl
  | 0.9 L [[Overhead valve engine|OHV]] [[Straight-four engine|I4]]
  | 1.1 L [[SOHC]] I4
  | 1.3 L SOHC I4
  ))
| transmission = ((ubl |4-speed [[Manual transmission|manual]] |5-speed [[Manual transmission|manual]] |3-speed [[Automatic transmission|automatic]]))
| length = ((convert|3485|mm|in|1|abbr=on))
| width = ((convert|1548|mm|in|1|abbr=on))
| height = ((convert|1390|mm|in|1|abbr=on))
| weight = ((convert|825|kg|lb|0|abbr=on)) to ((convert|920|kg|lb|0|abbr=on))
| wheelbase = ((convert|2150|mm|in|1|abbr=on))
| related = ((ubl |[[Fiat 128]] |[[Fiat 127]]))
))

'''Yugo''' (((IPA-sh|ˈjûɡo|pron))) is the common name used for the '''Zastava Yugo''',<ref>((Cite web |title=ZASTAVA YUGO (model family) - How Many Left? |url=https://www.howmanyleft.co.uk/family/zastava_yugo |access-date=2023-08-12 |website=www.howmanyleft.co.uk))</ref> later also marketed as the '''Zastava Koral''' (((IPA-sh|ˈzâːstaʋa ˈkǒraːl|pron)), ((lang-sr-Cyrl|Застава Корал))) and '''Yugo Koral'''. Originally introduced as the Zastava Jugo 45, various other names were also been used over the cars 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''' (and sub-versions). It is a [[subcompact car|subcompact]] [[hatchback]] manufactured by [[Zastava Automobiles]] from 1980 until 2008, originally a [[Socialist Federal Republic of Yugoslavia|Yugoslav]] corporation.

[[File:Yugo GVX Katalysator F.jpg|thumb|Yugo GVX]]
[[File:1990 Yugo GVX in Chile, rear right side.jpg|thumb|Yugo 65 GVX 1.3 EFI in [[Chile]]]]
[[File:Yugo Ciao.jpg|thumb|Yugo Ciao]]
[[File:Innocenti Koral 55, Chiavari (I).jpg|thumb|Innocenti Koral 55]]

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 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,<ref>((Cite news|last=Vuic|first=Jason|url=https://www.caranddriver.com/features/a21082360/a-quick-history-of-the-yugo-the-worst-car-in-history/|title=A Quick Look at the Yugo, the Worst Car in History|date=2018-06-06|access-date=2020-04-13))</ref> though the car has also picked up a cult following.<ref>((Cite news|last=Furchgott|first=Roy|url=https://www.nytimes.com/2021/06/10/business/yugo-cars.html|title=They Love the Yugo, the Car Others Love to Hate|work=The New York Times |date=2021-06-10|access-date=2022-02-21))</ref>

==Models==
Over the course of its production, the model range was marketed under various nameplates:
* '''Yugo 45 / Zastava Koral 45 / Koral 1.0''' (903 cc Economic engine) [33&nbsp;kW/45&nbsp;hp] (Yugoslavia (later Serbia), United Kingdom, Europe),
* '''Yugo 55 / Zastava Koral 55 / Zastava Koral 1.1''' with the bigger 1.1L 55HP engine from Zastava 101, also carbureted (Yugoslavia, U.K., Europe),
* '''Yugo 60''' [1.1L 60HP engine [[Weber carburetor|Weber twin barrel carburetor]] version] (Germany, Europe, Latin America), ((nb5))
* '''Yugo 60 efi''' (1.1L 60HP Electronic fuel injection engine) (Germany, Europe, Latin America),
* '''Yugo 65A GLX''' (1.3L 65HP Weber carburetor) (U.K.),
* '''Yugo 65 / Zastava Koral 1.3''' [1.3L 65HP engine [[Weber carburetor|Weber twin barrel carburetor]] version] (Germany, U.K., Europe, Latin America),
* '''Yugo 65 efi''' (1.3L 65HP Electronic fuel injection engine) (Germany, Europe, Latin America),
* '''Yugo GV''' (United States),
** Yugo GV Plus Automatic (U.S.),
** Yugo GV Sport (U.S.),
** Yugo GVC (U.S.),
** Yugo GVL (U.S.),
** Yugo GVS (U.S.),
** Yugo GVX (1.3L EFI engine) (U.S.),
* '''Yugo Cabrio''' (U.S., Germany, Yugoslavia, Greece),
* '''Zastava Koral''' '''''IN''''' (Serbia, Europe),
** Zastava Koral In 1.0E (903 cc Economic engine),[33&nbsp;kW/45&nbsp;hp] (Serbia, Europe),
** Zastava Koral In 1.1i [46&nbsp;kW/63&nbsp;hp] (Serbia, Europe),
** Zastava Koral In 1.3i [65&nbsp;kW/68&nbsp;hp] (Serbia, Europe),
** Zastava Koral In L [44.1&nbsp;kW/60&nbsp;hp] (Serbia, Europe),
** Zastava Koral 45/55 Van (Serbia, Europe),
* '''Yugo Cabrio''' (Yugoslavia, Europe),
* '''Yugo Ciao''' (Yugoslavia, Europe),
* '''Yugo Tempo''' (Yugoslavia, Europe – circa 1991),
* '''[[Innocenti]] Koral''' (Italy) 
** Innocenti Koral Cabrio (Italy).

===Earlier models===
Yugo 45 derivative models have included the Yugo 55, 60, 65, Koral, Ciao, Tempo, Cabrio, GV, GV Plus, GVX, and GVL. Yugo engines were fitted with a [[carburetor]] until well into the 1980s before fuel-injected models (starting with the Koral 65) were gradually introduced, beginning with the GVX-EFI (an [[electronic fuel injection]] system), which featured a 1300-cc engine. Yugo did not only target the [[Western Bloc|West]]: In early 1985, 500 Yugos were exported to China, and exports to Bulgaria and Egypt were already established.<ref name=AGp54>((cite magazine | ref = AG140 | magazine = De AutoGids | number = 140 | volume = 6 | page = 54 | title = Zastava en cie | trans-title = Zastava and company | first = Peter | last = Homola | language = nl-be | date = 1985-02-07 | publisher = Uitgeverij Auto-Magazine | location = Brussels, Belgium ))</ref>

The fuel-injection system was a Motronic MP3.1, which was later upgraded by [[Robert Bosch GmbH|Bosch]] as the Motronic M4.6 MPI on 1.1- and 1.3-L engines, adding  [[Multi Point Injection|multiport fuel injection]]. It had a three-way [[catalytic converter]] and a [[Lambda sensor]].<ref>[https://web.archive.org/web/20190306042649/http://www.zpkg.com/forum1/Koral/Uputstva/Motronic_M4.6_Teorijske_osnove.pdf Motronic MP3.1]</ref>

===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]];  a three-step rotary switch for leveling the headlamps in four positions; a four-speaker audio system; electric windows; [[Side-view mirror|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 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-((convert|60|PS|kW|abbr=on)) engine, met the [[European Union]] safety standards in a test supervised by the German [[Technischer Überwachungsverein]] (Technical Monitoring Association), a necessary step for importation to EU countries.

===Powertrains===
[[File:Yugo 1100cc Engine.jpg|thumb|right|U.S.-spec 1.1 L engine]]
{| class="wikitable"
|-
! Engine !! Standard !! Optional
|-
| 0.9L || four-speed manual ||
|-
| 1.1L || five-speed manual||
|-
| 1.1L (US) || four-speed manual ||
|-
| 1.3L || five-speed manual || three-speed automatic
|-
| 1.3L (US) || five-speed manual || three-speed automatic
|}

==History==
[[File:Innocenti Koral Cabrio.jpg|thumb|Italian version of Yugo Cabrio 1.3 branded as [[Innocenti]], photographed near [[Trieste]]]]
[[File:Yugo Cabrio EFI rear 20071228.jpg|thumb|Yugo Cabrio 1.3 EFI with an [[Cabrio#Folding textile roof|automatic electro-hydraulic folding/raising roof mechanism]]]]

=== Background ===
Zastava was founded as [[Zastava Arms|an arms manufacturer in 1853]]. By the late 1930s, the company had expanded into automobile production supplying [[Ford Motor Company|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 model designed by Zastava was a sedan called the Milletrecento ("one thousand three hundred") powered by a 1,300 [[Cubic centimeter|cc]] engine. Some of the most successful models were those based on the [[Fiat 128]] model, marketed under different names: Zastava 101, Zastava 128, Zastava 311, Zastava Skala, etc.

For three decades, Zastava produced the rear-engined 600 and the 101, a bustle-backed version of the [[Fiat 128]]. The 128 also formed the basis for the smaller Yugo.<ref name=ZL>((cite magazine | url = https://jacobin.com/2023/07/yugo-automobile-car-industry-yugoslavia-fuel-efficiency | archive-url = https://web.archive.org/web/20230721192549/https://jacobin.com/2023/07/yugo-automobile-car-industry-yugoslavia-fuel-efficiency | archive-date = 2023-07-21 | first = Zeb | last = Larson | magazine = [[Jacobin (magazine)|Jacobin]] | title = In Defense of the Yugo | date = 2023-07-14 ))</ref>

The first Yugo prototype was manufactured on 2 October 1978 and was supposedly gifted to [[Josip Broz Tito|President Tito]].<ref>((cite web|url=http://www.magazinauto.com/pre-37-godina-sastavljen-je-prvi-jugo/ | archive-url = https://web.archive.org/web/20190119124747/https://www.magazinauto.com/pre-37-godina-sastavljen-je-prvi-jugo/ | archive-date = 2019-01-19 | title=Pre 36 godina sastavljen je prvi serijski Jugo | trans-title = The first Yugo was built 36 years ago | language = sr | publisher=Auto Magazin |date=29 November 2016))</ref>

=== 1980s ===
[[File:YugoCabrio.JPG|thumb|right|A 1992 Yugo Cabrio in [[Berlin]]]]

Zastava introduced its Jugo (or Yugo) 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 ((convert|90|mph|km/h|0|abbr=on)).

The production officially started on 28 November 1980.

The parts production by Yugoslav republics was as follows:
* Most of the electrical parts were produced in [[Nova Gorica]], [[Slovenia]].
* The interior fittings were made in [[Split, Croatia]].
* Brakes were produced in [[Varaždin]], Croatia.
* The engine's electrical parts were produced in [[Banja Luka]], [[Bosnia and Herzegovina]].
* Seat belts, locks, and mirrors were produced in [[Ohrid]], [[Socialist Republic of Macedonia|Macedonia]].
* The rest of the car's parts and final assembly was done in [[Serbia]].<ref>((cite news|url=https://www.nytimes.com/1992/10/18/weekinreview/the-world-a-defunct-car-like-its-homeland-was-the-sum-of-its-parts.html|title=THE WORLD; A Defunct Car, Like Its Homeland, Was the Sum of Its Parts|first=Roger|last=Cohen|newspaper=The New York Times|date=18 October 1992|access-date=2017-02-28|archive-url=https://web.archive.org/web/20170914213847/http://www.nytimes.com/1992/10/18/weekinreview/the-world-a-defunct-car-like-its-homeland-was-the-sum-of-its-parts.html|archive-date=2017-09-14|url-status=live))</ref>

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.

[[File:Yugo Police Car.jpg|thumb|A 1990 Yugo police car in [[Croatia]] pictured in 2010]]
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.<ref name=":1" />

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 the United States.<ref name=":1" />

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.<ref name=":1" />

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 and Canada===
International Automobile Importers (IAI) was a company founded by [[Malcolm Bricklin]] to import the X1/9 and [[Fiat 2000 Spider|2000 Spider]] after Fiat halted their manufacture.<ref>[[#JV10|Vuic (2010)]], p. 21</ref> 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.

[[File:Blue Yugo GV in San Francisco.jpg|thumb|left|Yugo GV in [[San Francisco|San Francisco, California]]]]
In 1982, U.S. entrepreneur Miro Kefurt contacted Zastava in Kragujevac (ZCZ-Zavodi Crvena Zastava) with an idea to export the Yugo 45 to the United States.<ref>[[#JV10|Vuic (2010)]], p. 11</ref> 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 [[LA Auto Show|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]]'' (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 was in a problematic situation.<ref>[[#JV10|Vuic (2010)]], p. 16</ref>

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 (IAI) for $50,000 ($10 per car). Additionally, Miro Kefurt obtained an exclusive dealer franchise from IAI to sell the [[Gruppo Bertone|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 42 to 45 mpg at 70&nbsp;mph. 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&nbsp;MPG range, for it was faster and more able to keep up on North American freeways. Even so, with an ((convert|86|mph|km/h|0|abbr=on)) top speed, it was the slowest car sold in the United States.<ref>[[#JV10|Vuic (2010)]], p. 83</ref>

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 [[NHTSA|safety]] and [[Vehicle emissions control|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 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.<ref name=":1">((Cite web |title=Zastava Koral (1980-2008) |url=https://motor-car.net/zastava/item/13567-zastava-koral-1980-2008 |access-date=2022-12-15 |website=Motor Car History |language=en-gb))</ref>

[[File:Red Yugo GVX.jpg|thumb|Yugo GVX (1.3 EFI version) in [[Wausau, Wisconsin]]]]

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.<ref name=":1" />

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 (((Inflation|US|3990|1986|fmt=eq|r=2))) 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 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&nbsp;mph in 13.56 seconds, just a half a second faster than the GV.<ref>[[#JV10|Vuic (2010)]], p. 176</ref>

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.<ref name=WAW220326>((cite journal | journal = [[Ward's|Ward's Auto World]] | volume = 22 | number = 3 | ref = YES | publisher = Ward's Communications | date = March 1986 | page = 26 | title = Yugo's at $3,990 now, but look what's coming | editor-first = David C. | editor-last = Smith ))</ref> 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&nbsp;— providing an option for buyers who would otherwise have chosen a used vehicle&nbsp;— and as a reliable second car for wealthier buyers. The Yugo carried the tagline "Everybody Needs A Yugo Sometime."<ref>((YouTube|VV9NOBYDC4|Yugo))</ref> 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.<ref>((cite book |last=Peters |first=E. |year=2004 |title=Automotive Atrocities: The Cars We Love to Hate |publisher=Motorbooks International))</ref> 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 (named the "[[Yugo Florida|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 a holder for cooling two soft drink cans became optional on the GVX model. The standard model became the GV Plus.<ref name=":1" />

[[File:Yugo-US-poster.jpg|thumb|Advertisement for the Yugo in the American market]]
In 1990, Yugo America introduced a [[Fuel injection|fuel-injected]] version of the Yugo GVX to replace the primitive [[Carburetor|carbureted]] engine,<ref>[[#JV10|Vuic (2010)]], p. 191</ref> but it arrived too late as the result of a [[Product recall|recall]] by the [[United States Environmental Protection Agency]] of over 126,000 vehicles sold in the United States because they violated emissions regulations.<ref name=":1" /> The recall effectively caused Yugo America to cease importation and fold in April 1992.<ref name=statistics>((cite news |url=https://news.google.com/newspapers?nid=8_tS2Vw13FcC&dat=19920421&printsec=frontpage&hl=en |title=Poor sales, civil war end for boxy, undependable Yugo |page=8 |author=Toledo Blade |publisher=The Toledo Blade Company |work=[[Google News]] |date=April 21, 1992 |access-date=April 5, 2016))</ref> The noncompliant emission system used a carburetor of outdated design, an old-fashioned two-way [[catalytic converter]] with an [[Secondary air injection|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.<ref name=":1" />

By the early 1990s, the effects of the [[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.<ref>((cite web | title=Yugo Redux | website=Forbes.com | date=2002-12-05 | url=http://www.forbes.com/2002/04/23/0423yugo.html | archive-url=https://web.archive.org/web/20021205221445/http://www.forbes.com/2002/04/23/0423yugo.html | archive-date=2002-12-05 | url-status=unfit))</ref> However, Bricklin instead turned to marketing the [[Chery]] line of Chinese cars.<ref>((cite web|url=http://www.detroitnews.com/2005/autosinsider/0501/02/A01-47455.htm|archive-url=https://archive.today/20130102140542/http://www.detroitnews.com/2005/autosinsider/0501/02/A01-47455.htm|url-status=dead|title=- The Detroit News - detroitnews.com|date=2 January 2013|archive-date=2 January 2013))</ref> 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.<ref>((cite web |url=http://www.autonews.com/article/20061211/SUB/61208030?template=mobile |title=Dealers stick with Bricklin on venture |author=Donna Harris |work=[[Automotive News]] |publisher=[[Crain Communications]] |date=December 11, 2006 |access-date=April 12, 2016))</ref>

United States sales by calendar year:
{| class="wikitable"
|-
! 1985<ref>[[#JV10|Vuic (2010)]], p. 111</ref> !! 1986<ref>[[#JV10|Vuic (2010)]], p. 159</ref> !! 1987<ref name=statistics/> !! 1988<ref>((cite news |url=https://news.google.com/newspapers?nid=djft3U1LymYC&dat=19890131&printsec=frontpage&hl=en |title=Sagging sales drive Yugo America into bankruptcy |page=18 |author=The Pittsburgh Press |author-link=The Pittsburgh Press |work=[[Google News]] |publisher=[[E. W. Scripps Company]] |date=January 31, 1989 |access-date=April 8, 2016))</ref> !! 1989<ref>((cite web |url=https://articles.latimes.com/1990-09-05/business/fi-790_1_yugo-cars |title=Yugo Economy Cars Fast Running Out of Gas on U.S. Market |work=[[Los Angeles Times]] |date=September 5, 1990 |access-date=April 8, 2016 |archive-url=https://web.archive.org/web/20160423105551/http://articles.latimes.com/1990-09-05/business/fi-790_1_yugo-cars |archive-date=2016-04-23 |url-status=live ))</ref> !! 1990<ref>[[#JV10|Vuic (2010)]], p. 194</ref> !! 1991<ref name=":1" /> !! 1992<ref name=statistics/> !! Total
|-
| 3,895  || 35,959 || 48,812 || 31,546 ||10,576 || 6,359 || 3,092 || 1,412 || 141,651
|}

===In the UK===
[[File:Zastava GB.jpg|thumb|Zastava (GB) LTD Headquarters, [[Reading, UK|Reading]]]]
Zastava Cars Limited (GB) set up its headquarters at Basingstoke Road in [[Reading, Berkshire]], in 1981, and 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” 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 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 the British market. The new Yugo competed with indigenous cars such as the [[Austin Metro|Austin Mini-Metro]] and [[Ford Fiesta (first generation)|Ford Fiesta MK1]]/[[Ford Fiesta (second generation)|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 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 [[Fabryka Samochodów Osobowych|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 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<ref>[[#JV10|Vuic (2010)]], p. 68</ref> and seemed set to fare well with positive early reviews. The Stojadin range ceased to be exported to the United Kingdom in 1991, with sales of the Sana under way.

[[File:Zastava Koral In L 1.1i Napred.jpg|thumb|Late-model Zastava Koral In]]
The Sana may well have established Yugo as a fixture in the United Kingdom market in the 1990s, but political developments left this prospect unrealized. As the events of the wars of Yugoslav succession (1991–95 and 1999) unfolded, Zastava (GB) LTD became a barely noticed casualty. Supplies of vehicles to the United Kingdom were, however, reduced to a trickle in 1991 and 1992 and with the imposition of United Nations sanctions on [[Slobodan Milošević]]'s rump Yugoslavia consisting of [[Serbia and Montenegro]], the company folded in 1993. The remaining Yugos on dealer forecourts were sold at drastically reduced prices or written off altogether as economically unviable.

===1991–1996===
By the end of the 1980s, Yugoslavia was on the brink of a disintegration that many anticipated under the leadership of [[Josip Broz Tito]]. Because the Yugo was built as a "Yugoslav" car, with political problems and [[Yugoslav Wars]] breaking out in 1991, this had direct implications for the company at Kragujevac: production slowed down and the supply of parts was interrupted. Most of the plastics and the interior came from Croatia, while the [[alternator (automotive)|alternator]]s and electrical equipment came from Slovenia. With the start of civil war, economic and transportation ties were broken, resulting in shortage of most parts coming from the two seceded republics. The seats and rear trunk-struts came via Kosovo which also underwent a period of turmoil. The disintegration of the Yugoslav federation suddenly had supplies dry up at Kragujevac and production rates declined steeply.

Zastava continued to produce vehicles for the Yugoslav and European markets until exports were limited by [[sanctions against Yugoslavia|sanctions imposed by the United Nations in the 1990s]]. When the political instability in Yugoslavia intensified in early 1992, Zastava was forced to stop exports.

Though the sanctions were not in place until May 1992, Yugos built between June 1991 and early 1996 were built with a variety of "leftover" parts: as an example, getting a car with a blue dashboard and a brown steering wheel, seats that were mismatched in color, and most likely an "American" instrument cluster with speeds printed in MPH rather than km/h, and with written labels like water and oil instead of small drawings, and a seatbelt safety warning light were possible. In some extreme cases, the car would come with different interior panels and a steering wheel from other Zastava products such as the Zastava 750. When exports to United States (and the rest of the world) stopped, a number of federalized Yugos were still left in the factory's parking lots, and many people got these "American" Yugos instead of the European ones.

When Yugoslavia broke apart in the early 1990s, production rates steeply declined to 14,000 in 1992, 7,000 in 1993 and 1994, and 9,000 in 1995.

One version of the Yugo, the automatic version, is increasingly rare and estimates say((who|date=August 2020)) that around 20 are left in use in Serbia, and most of those were sold in 1992, just after the sanctions were imposed, fetching a large value on auctions. A small number of newer Yugos can be found((where|date=August 2020)) with automatic transmissions, and they were mostly built by request and featured a 1.3 liter engine.

===1996 to the end of production===

In 1996, when sanctions against [[Serbia and Montenegro]] were lifted, production rates slowly increased as living standards in the country started to improve.

Even so, problems for the factory started once again when it was put out of production in mid-1999 as a result of war with [[NATO]]. During Easter 1999, the Zastava factory in Kragujevac was targeted by NATO forces during the [[Kosovo]] campaign, and whilst severely damaged, was not put out of action.

In 2000, the car received a new front fascia with new bumpers, rear spoiler, a redesigned dashboard, and seats. The latest changes were in 2007, with the introduction of a new instrument cluster.

One popular upgrade is an [[autogas]] conversion which has gained widespread popularity in Serbia. Because most Yugos do not feature fuel injection, converting them to LPG is cheap and easy, and is paid off very quickly. One drawback of such conversions is that an already small trunk becomes almost useless, since an LPG tank takes up space. Such converted cars achieve better reliability since use of an unreliable gasoline pump is avoided. However, some cars have starting problems in very cold weather, because of improper LPG installation.

In 2006, various models were available in the former Yugoslavia, including an agreement signed with Fiat for the production of the 2003 [[Fiat Punto]] model.<ref>((in lang|zh)) [http://english.eastday.com/eastday/englishedition/business/userobject1ai1474719.html english.eastday.com<!-- Bot generated title -->] ((Webarchive|url=https://web.archive.org/web/20060212130356/http://english.eastday.com/eastday/englishedition/business/userobject1ai1474719.html |date=2006-02-12 ))</ref>

With the 794,428th and final car, production ended on November 11, 2008.<ref>((cite news |last=Fawkes |first=Helen |url=http://news.bbc.co.uk/2/hi/europe/7739319.stm |title=Europe &#124; Yugo production grinds to a halt |work=BBC News |date=2008-11-20 |access-date=2009-07-10 |archive-url=https://web.archive.org/web/20090201105247/http://news.bbc.co.uk/2/hi/europe/7739319.stm |archive-date=2009-02-01 |url-status=live ))</ref>
Of that number, around 250,000 were exported to various countries.

===Since the end of production===
Almost 4 years after its demise, the Yugo was still a common sight in Serbia, with almost 60,000 vehicles still in use, most of which were built in the 2000s. Parts were still readily available at most auto-parts stores and in scrapyards across the country. They were also common in North Macedonia and Montenegro near the end of its production.<ref name=":1" /> However, Yugos have been rare in other former Yugoslav republics, particularly in Croatia where a total of only 3,040 Zastava cars were registered in 2020<ref>((cite news |url=https://www.vecernji.hr/vijesti/prosjecni-hrvat-vozi-golf-star-13-godina-na-cesti-i-40-ferrarija-1434326 |title = Otkrivamo kakav je vozni park građana u Hrvatskoj | language = hr | newspaper = [[Večernji list]] | first = Mladen | last = Milčić | date = 28 September 2020 ))</ref> and Slovenia, because most of them were "imported" back to Serbia in the early 2000s, most likely because most of them were in good shape for their age.

In the United States, a total of 408 Yugos are still in service as of 2021,<ref>((Cite web|url=https://banjaluka.net/jos-ga-voze-u-prosloj-godini-u-sad-registrovano-408-primjeraka-juga/|title=JOŠ GA VOZE: U prošloj godini u SAD registrovano 408 primjeraka "juga"|date=7 September 2022))</ref> likely because of international sanctions imposed on Yugoslavia in the early 1990s, which limited the supply of spare parts and service locations. The United Kingdom has 14 Yugos left that are still on the road as of 2022 (although 12 of these are registered as Zastava).<ref>((Cite web|url=https://www.carlogbook.co.uk/yugo/|title = How Rare is My YUGO?))</ref>

==Criticism and response==
Along with other Central and Eastern European vehicles marketed in the West during the 20th century&nbsp;— such as the [[Škoda Auto|Škoda]] — the Yugo was subjected to derision by critics who pointed to its use of old-generation Fiat technology and to alleged issues with build quality and reliability. The Yugo was voted as one of ''[[Car Talk]]''(('s)) worst cars of the millennium.<ref>((cite web | title=What's the Worst Car of the Millennium? | website=Car Talk | date=2011-06-07 | url=https://www.cartalk.com/content/whats-worst-car-millennium-0 ))</ref> Similarly, the Yugo GV was listed on ''[[Time (magazine)|TIME]]''(('))s "The 50 Worst Cars of All Time" list,<ref name=time-worst>((cite magazine |url=http://content.time.com/time/specials/2007/article/0,28804,1658545_1658533_1658529,00.html |title=The 50 Worst Cars of All Time |author=Dan Neil and ''TIME'' |magazine=[[Time (magazine)|TIME]] |date=7 September 2007 |access-date=April 7, 2016 |archive-url=https://web.archive.org/web/20160414071145/http://content.time.com/time/specials/2007/article/0,28804,1658545_1658533_1658529,00.html |archive-date=2016-04-14 |url-status=live ))</ref> and the Yugo 45 ranked #1 on ''[[Complex Magazine]]''(('))s "The 50 Worst Cars of the '80s" list.<ref>((cite web |url=http://www.complex.com/sports/2013/02/the-50-worst-cars-of-the-80s/ |title=The 50 Worst Cars of the '80s | first = Stirling | last = Matheson |work=[[Complex Magazine]] |publisher=Complex Media |date=February 4, 2013 |access-date=April 7, 2016 |archive-url=https://web.archive.org/web/20160331150845/http://www.complex.com/sports/2013/02/the-50-worst-cars-of-the-80s/ |archive-date=2016-03-31 |url-status=live ))</ref> Various other critics have added the Yugo to their [[List of automobiles considered the worst|lists of the worst cars]].<ref>((cite web |url=https://www.latimes.com/business/autos/la-fi-top-ten-worst-cars-pictures-new-photogallery.html |title=The 10 worst cars sold in America |author=''LA Times'' Staff |work=[[Los Angeles Times]] |access-date=April 7, 2016 |archive-url=https://web.archive.org/web/20160407122734/http://www.latimes.com/business/autos/la-fi-top-ten-worst-cars-pictures-new-photogallery.html |archive-date=2016-04-07 |url-status=live ))</ref><ref name=pm-worst>((cite web |url=http://www.popularmechanics.com/cars/g1766/10-cars-that-deserved-to-fail/? |title=10 Cars That Deserved to Fail |author=William Gock |work=[[Popular Mechanics]] |publisher=[[Hearst Corporation]] |date=May 16, 2011 |access-date=April 7, 2016 |archive-url=https://web.archive.org/web/20160325222404/http://www.popularmechanics.com/cars/g1766/10-cars-that-deserved-to-fail/ |archive-date=2016-03-25 |url-status=live ))</ref>

Defenders of the vehicle have counter-argued that the Yugo's reputation suffered due to an issue that also appeared with initially inexpensive cars such as the [[Chevrolet Chevette]], [[Rambler (automobile)|Rambler]], [[Crosley]], and others&nbsp;— dealers were finding that too many owners were considering inexpensive cars as "disposable", and were failing to perform basic maintenance such as oil changes.

One critical maintenance issue specific to the Yugo 55 and 65 (the 45 was a 903 cc pushrod engine, with a timing chain)<ref>((Cite web |title=interference engine造句_用"interference engine"造句 |url=https://tw.ichacha.net/zaoju/interference%20engine.html |access-date=2022-12-15 |website=tw.ichacha.net))</ref> was the need for regular replacement of the [[interference engine]]'s timing belt&nbsp;— every ((convert|40000|mi|km|-3)).<ref name=pm-worst/> In a non-interference engine, timing belt failure does not cause further damage to the engine. However, in an interference engine, failure of the timing belt disrupts the synchronization between pistons and [[poppet valve]]s, causing them to collide with one another (hence the name interference engine), thus potentially destroying the engine. Though this requirement was stressed in owners' manuals, it was frequently overlooked by owners. The factory also stressed the need for 89-octane fuels for the low-compression engines.

Some Yugo owners have reported that regular oil changes and appropriate maintenance allow the cars to remain dependable and trouble-free.<ref>((cite web |url=http://www.inet.hr/~bpauric/eindex.htm |title=YUGO CARS.Web - English |publisher=Inet.hr |access-date=2010-10-17 |archive-url=https://web.archive.org/web/20110614220936/http://www.inet.hr/~bpauric/eindex.htm |archive-date=2011-06-14 |url-status=live ))</ref>

On September 22, 1989, a Yugo was the first vehicle to go over the edge of the [[Mackinac Bridge]], killing the driver. The vehicle was driven by 31-year-old Leslie Ann Pluhar, and went over the bridge's ((convert|3|ft|m|adj=on|1)) railing during ((convert|50|mi/h|km/h|abbr=on)) winds. The role the winds played is disputed, with some accounts claiming the car was physically lifted and blown off the bridge,<ref>((cite web |url=http://www.nysun.com/article/3232 |title=How to Build a Better Bridge |access-date=2007-10-26 |author=David Propson |date=2004-10-14 |publisher=[[New York Sun]] |archive-url=https://web.archive.org/web/20071114172349/http://www.nysun.com/article/3232 |archive-date=2007-11-14 |url-status=live ))</ref><ref>((cite web |url=http://www.madison.com/archives/read.php?ref=/tct/1989/10/02/8910020145.php |title=Mackinac Bridge Victim Is Recovered |access-date=2008-10-27 |date=1989-10-02 |publisher=Madison.com |archive-url=https://web.archive.org/web/20081212113125/http://www.madison.com/archives/read.php?ref=%2Ftct%2F1989%2F10%2F02%2F8910020145.php |archive-date=2008-12-12 |url-status=live ))</ref> and others saying that a collision with the raised median of the bridge "launched" the car onto the opposite guardrail.<ref>[[#JV10|Vuic (2010)]], p. ???</ref><ref name=":0">((Cite web|last=Struman|first=Maryann|title=Mackinac Bridge wind alert spurs memories of car that plunged off in 1989|url=https://www.freep.com/story/news/local/michigan/2019/01/07/car-swept-off-mackinac-bridge/2502721002/|access-date=2021-10-23|website=Detroit Free Press|language=en-US))</ref> A lawsuit by Pluhar's family proposed that the wind contributed to a loss of control. The official investigation cited Pluhar's speed, which was more than three times the 20&nbsp;mph the bridge authority recommends during high winds, and exceeded the bridge's 45&nbsp;mph speed limit.<ref name=":0" /> The incident was widely publicized, with the make of car prominently identified.

Owners of the Yugo and related models in the former Yugoslavia benefit from a ready supply of inexpensive spare parts due to general continuity in the car's design; local mechanics' ready familiarity with the Yugo also lowers the cost of ownership, since Yugos are so common and are even used as practice cars for apprentice mechanics. Also, the simplicity of the car's engine makes it easy to fix, and many Yugo-owners tended to fix the car themselves.

==In popular culture==
The car has achieved a symbolic status in former Yugoslavian countries due to the simplicity, reliability, and overall cheap price, and the Yugoslavian mentality of people regularly fixing their own cars instead of servicing them at their local garage. They have been featured in many fictional works in the region, largely owing to how common they were and are in various roles. They are still very popular and are a common sight in former Yugoslavian countries, and the large number of parts available make it easily repairable.<ref>((Cite web |title=Yugo 1987 |url=https://www.sovietauto.com/product-page/yugo-1987 |access-date=2022-12-15 |website=Soviet Cars In Usa |language=en))</ref>

In stark contrast, in the United States, the car was frequently subjected to ridicule and mockery and it has a universally negative rating. ''Car Talk'' has rated it the "worst car of the millennium", and many car magazines and TV shows rate it as the worst car of the 1980s and also one of [[List of automobiles known for negative reception|the worst cars ever made]]. Despite the very low price setting in the U.S. (with Yugo being the cheapest new car ever sold in the U.S. when adjusted for inflation), it was ridiculed for the overall ugly design, poor quality, and large number of technical issues. Many American Yugos had faulty designs that were stressed in owners' manuals to be regularly serviced, but this caused even more ridicule due to owners overlooking these issues. The car has become a sort of a symbol for a [[Lemon (automobile)|lemon car]]. The car was also featured in many TV shows and films, satirizing the car's poor design (the most famous examples being a rusty beige Yugo GV featured in ''[[Die Hard with a Vengeance]]'', and a taxi-yellow Yugo in ''[[Nick & Norah's Infinite Playlist]]''). 

One was featured in season 5 episode 7 of ''[[Moonlighting_(TV_series)|Moonlighting]]'' as a gift of a "Practical" car for Dave Addison which met its ignominious end in an open grave.

A Yugo is prominently featured as an [[unmarked police car]] in the 1987 film ''[[Dragnet (1987 film)|Dragnet]]''. In a voiceover, [[Dan Aykroyd]] identifies it as a 1987 model, and states it was the only vehicle the [[Los Angeles Police Department]] was willing to issue his character after his previous two cars were destroyed. He describes the car as "the cutting edge of Serbo-Croatian technology."

In the plot of the 2000 film ''[[Drowning Mona]]'', every resident of [[Verplanck, New York]] is shown to drive Yugos because Zastava (called "the Yugo car company" in the film) chose the town for testing before its official launch on the U.S. market.

In an episode of ''[[Top Gear (2002 TV series)|Top Gear]],'' [[Jeremy Clarkson]] drives a Yugo. He calls it "a hateful, hateful car" and disparages its performance as being so bad "you get overtaken by wildlife". In the end, he destroys it by shooting it with a tank.<ref>((Citation|title=Top Gear - Zastava Yugo 45 - Jeremy Blows Up Car :(|url=https://www.youtube.com/watch?v=4D3ZDGrqUBY|language=en|access-date=2019-08-01))</ref><ref>((cite web|url=https://www.youtube.com/watch?v=RHmas6JXVi8|title=Jeremy Clarkson destroying Yugo 45 & Volvo|first = Dušan | last= Eremić|date=10 May 2008|via=YouTube|access-date=2015-10-30|archive-url=https://web.archive.org/web/20150925183002/https://www.youtube.com/watch?v=RHmas6JXVi8|archive-date=2015-09-25|url-status=live))</ref>

A Yugo is prominently featured in the music video for the 2008 song "[[The Day That Never Comes]]" by [[Metallica]].

In the 2011 animated film ''[[Cars 2]]'', Yugos (called "Hugos" in the film) are shown to be members of the Lemons, a criminal syndicate consisting of lemon cars who seek revenge against other cars for the perception that lemons have poor performance and reliability.

In the 2011 film ''[[Good Luck Charlie, It's Christmas!]]'', Teddy and Amy Duncan rent a Yugo for $50. Amy describes the car as "10 years older than [Teddy]" and "made in a country that no longer exists."

In the 2018 animated film ''[[Spider-Man: Into the Spider-Verse]]'', a fictional modern version of the Yugo is advertised in [[Times Square]].<ref>((cite web |last1=Torchinsky |first1=Jason |title=The Most Important Thing About The New Spider-Man Trailer Is That There's A New Yugo |url=https://jalopnik.com/the-most-important-thing-to-know-about-the-new-spiderma-1826612642 |website=Jalopnik |date=6 June 2018 |access-date=21 November 2019))</ref>

==See also==
* [[Zastava Florida]] (also known as Yugo Sana)
* [[Zastava Skala]] (also known as Zastava 101)
* [[Zastava 10]]
* [[Zastava 750]]

==References==
((Reflist))

===Sources===
* [[Georgano, G.N.]] (1985): ''The complete encyclopaedia of motorcars: 1885 to present''. George Rainbird Publishing. ((ISBN|0-11-702319-1)).
* ((citation | ref = JV10 | title = The Yugo: The Rise and Fall of the Worst Car in History | last = Vuic | first = Jason | page = 176 | publisher = Hill and Wang | location = New York City | year = 2010 | isbn = 978-0-8090-9891-0))
* [https://web.archive.org/web/20070325025811/http://www.automobilrevue.ch/artikel_11000.html Automobil Revue - Revue Automobile Yearbooks]
* [http://www.synlube.com/testcars.htm#1984%20YUGO%2045 SynLube: YUGO 45 History]

==External links==
* [https://www.youtube.com/watch?v=Moml-PKKddg Yugo sales training video (1988)]
* [https://www.youtube.com/watch?v=D2pmkoqlG7c Yugo commercial (1985)]
((Zastava))

[[Category:Zastava vehicles|Koral]]
[[Category:Front-wheel-drive vehicles]]
[[Category:Subcompact cars]]
[[Category:1990s cars]]
[[Category:2000s cars]]
[[Category:Cars introduced in 1980]]
[[Category:Cars discontinued in 2008]]

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Template:IPA-sh (view source) (extended confirmed protected)
Template:ISBN (view source) (template editor protected)
Template:Ifeq (view source) (template editor protected)
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Template:Inflation (view source) (template editor protected)
Template:Inflation/US (view source) (template editor protected)
Template:Inflation/US/dataset (view source) (template editor protected)
Template:Inflation/US/startyear (view source) (template editor protected)
Template:Inflation/year (view source) (template editor protected)
Template:Infobox (view source) (template editor protected)
Template:Infobox automobile (view source) (template editor protected)
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Template:Lang-sr-Cyrl (view source) (template editor protected)
Template:Legend0 (view source) (template editor protected)
Template:Main other (view source) (protected)
Template:More citations needed (view source) (template editor protected)
Template:Multiple issues (view source) (template editor protected)
Template:Multiple issues/styles.css (view source) (template editor protected)
Template:Navbox bottom (view source) (extended confirmed protected)
Template:Navbox top (view source) (extended confirmed protected)
Template:Nb5 (view source) (semi-protected)
Template:Original research (view source) (template editor protected)
Template:Other uses (view source) (template editor protected)
Template:P2 (view source) (protected)
Template:Pagetype (view source) (protected)
Template:Plainlist/styles.css (view source) (protected)
Template:Reflist (view source) (protected)
Template:Reflist/styles.css (view source) (protected)
Template:Replace (view source) (protected)
Template:SDcat (view source) (protected)
Template:Short description (view source) (protected)
Template:Short description/lowercasecheck (view source) (protected)
Template:Template other (view source) (protected)
Template:Trim (view source) (protected)
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Template:Webarchive (view source) (template editor protected)
Template:Where (view source) (template editor protected)
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Template:Yesno (view source) (protected)
Template:Yesno-no (view source) (template editor protected)
Template:Yesno-yes (view source) (template editor protected)
Template:YouTube (view source) (template editor protected)
Template:Zastava (edit)
Module:Arguments (view source) (protected)
Module:Catalog lookup link (view source) (template editor protected)
Module:Category handler (view source) (protected)
Module:Category handler/blacklist (view source) (protected)
Module:Category handler/config (view source) (protected)
Module:Category handler/data (view source) (protected)
Module:Category handler/shared (view source) (protected)
Module:Check for unknown parameters (view source) (protected)
Module:Check isxn (view source) (template editor protected)
Module:Citation/CS1 (view source) (protected)
Module:Citation/CS1/COinS (view source) (protected)
Module:Citation/CS1/Configuration (view source) (protected)
Module:Citation/CS1/Date validation (view source) (protected)
Module:Citation/CS1/Identifiers (view source) (protected)
Module:Citation/CS1/Utilities (view source) (protected)
Module:Citation/CS1/Whitelist (view source) (protected)
Module:Citation/CS1/styles.css (view source) (protected)
Module:Convert (view source) (template editor protected)
Module:Convert/data (view source) (template editor protected)
Module:Convert/text (view source) (template editor protected)
Module:Delink (view source) (protected)
Module:Disambiguation/templates (view source) (protected)
Module:Find sources (view source) (template editor protected)
Module:Find sources/config (view source) (template editor protected)
Module:Find sources/links (view source) (template editor protected)
Module:Find sources/templates/Find sources mainspace (view source) (template editor protected)
Module:Format link (view source) (template editor protected)
Module:Hatnote (view source) (template editor protected)
Module:Hatnote/styles.css (view source) (template editor protected)
Module:Hatnote list (view source) (template editor protected)
Module:IPA (view source) (template editor protected)
Module:IPA/data (view source) (template editor protected)
Module:IPA/styles.css (view source) (template editor protected)
Module:In lang (view source) (template editor protected)
Module:Infobox (view source) (template editor protected)
Module:Infobox/styles.css (view source) (template editor protected)
Module:InfoboxImage (view source) (template editor protected)
Module:Lang (view source) (template editor protected)
Module:Lang/ISO 639 synonyms (view source) (template editor protected)
Module:Lang/data (view source) (template editor protected)
Module:Language/data/iana languages (view source) (template editor protected)
Module:Language/data/iana regions (view source) (template editor protected)
Module:Language/data/iana scripts (view source) (template editor protected)
Module:Language/data/iana suppressed scripts (view source) (template editor protected)
Module:Language/data/iana variants (view source) (template editor protected)
Module:List (view source) (protected)
Module:Math (view source) (protected)
Module:Message box (view source) (protected)
Module:Message box/ambox.css (view source) (protected)
Module:Message box/configuration (view source) (protected)
Module:Namespace detect/config (view source) (protected)
Module:Namespace detect/data (view source) (protected)
Module:Navbar (view source) (protected)
Module:Navbar/configuration (view source) (protected)
Module:Navbar/styles.css (view source) (protected)
Module:Navbox (view source) (template editor protected)
Module:Navbox/configuration (view source) (template editor protected)
Module:Navbox/styles.css (view source) (template editor protected)
Module:Navbox top and bottom (view source) (extended confirmed protected)
Module:Other uses (view source) (template editor protected)
Module:Pagetype (view source) (protected)
Module:Pagetype/config (view source) (protected)
Module:Pagetype/disambiguation (view source) (protected)
Module:Pagetype/setindex (view source) (protected)
Module:Pagetype/softredirect (view source) (protected)
Module:SDcat (view source) (protected)
Module:String (view source) (protected)
Module:TableTools (view source) (protected)
Module:Unicode data (view source) (template editor protected)
Module:Unsubst (view source) (protected)
Module:Webarchive (view source) (template editor protected)
Module:Webarchive/data (view source) (template editor protected)
Module:Wikitext Parsing (view source) (template editor protected)
Module:Yesno (view source) (protected)

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