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Yuro Jidōsha Kōgyō KK/ユロ自動車企業株式会社/Yuro Motor Company Ltd. and Subsidiaries


i keep editing the post since the gallery keeps breaking so apologies if this looks like its being spammed

Logo and slogan. (1998-present)

Logos and slogans over the years




Yuro Motor Company Ltd (Japanese: ユロ自動車企業株式会社 Hepburn: Yuro Jidōsha Kōgyō KK) Is a Japanese multinational conglomerate corporation, and is known as a manufacturer of luxury and performance vehicles headquartered in Maebashi, Gunma, Japan. Founded by two former Honda employees in 1967, it has grown to be one of Japan’s biggest automakers despite also being one of the youngest.

2020 Lineup (Yuro)

-2020 Yuro Classique - Luxury Saloon (Global) (Marketed as Imperium Lux in USA)

-2020 Yuro Chroma - Executive Car (Global) (Marketed as Imperium New Dawn in USA)

-2020 Yuro Glaze - Compact Executive Car (Global) (Marketed as Imperium Pequna in USA)

-2020 Yuro FCX - Compact Executive SUV (Global) (Marketed as Imperium Medania in USA)

-2020 Yuro SuperLX - Executive SUV (Global) (Marketed as Imperium Ultra in USA)

-2020 Yuro Commander - Luxury SUV (Global) (Marketed as Imperium El Capitan in USA)

-2020 Yuro ZSC - Supercar (Global)

2020 Lineup (Imperium)

-2020 Imperium Lux - Fullsize Luxury (USA only)

-2020 Imperium New Dawn - Midsize Luxury (USA only)

-2020 Imperium Pequna - Entry-level Luxury (USA only)

-2020 Imperium Grande - Pony/Muscle (Global)

-2020 Imperium Medania - Entry-level Luxury SUV (USA only)

-2020 Imperium Ultra - Midsize Luxury SUV (USA only)

-2020 Imperium El Capitan - Fullsize Luxury SUV (USA only)

-2020 Imperium Macho - Fullsize Pickup (Global)

2020 Imperium ZSC - Supercar (Global)


Following Takumi Yukimura and Natsuki Rokuhara’s 1964 visit to a Jaguar assembly plant in the UK, and a test drive of a Jaguar E-type, a dream had been made in their minds, to create the ultimate automotive company like no other, manufacturing only the best, and the highest quality automobiles to roam the Earth.

This task would prove not easy for the two. However, with passion burning in their hearts, the two have decided on their plans and went for it. And so, the two worked hard at the recently established Honda Motor Company to try and gain experience, and after convincing other workers at Honda and with support from Soichiro Honda himself, their plans were set, and in 1967 the Yuro Motor Company was established. Starting out with only 15 people and some manufacturing equipment bought from Honda, things were rough, however they were passionate about what they wanted to do, and eventually in 1969, their first car would be unveiled at the Tokyo Motor Show.

The Yuro A1600

The Yuro A1600 is a 2-door, 4 seater performance luxury car that was unveiled at the 1969 Tokyo Motor show. Powered by a 1600cc Anhultz engine producing 78HP, this car gained the attention of the entire world for its stylish but compact looks and superb, fun handling.
The first prototype was built handmade within a year of the company’s founding, the chassis was built from the ground up by the 17 people in the company at that time. Suspension was reverse engineered and upscaled from the Honda S800.
The engine is a 1600cc inline 4 and was provided by Dutch company Anhultz Motors, and originally produced 75HP for the prototype.

The car went on sale in October 1970 for about US$4,000 (Roughly US$25,000 adjusted for inflation), the production car was even more refined than the prototype, the Anhultz engine produced 78 HP instead of 75, and the suspension was completely redesigned and built in-house. To send that 78 HP to the rear-wheels, the engine was mated to a 3-speed automatic transmission, which had superb shift times and sent the car from 0-100km/h in 16.5 seconds. The interior is handmade with the finest cloth and leather from its time, which made a huge impression on buyers.
The A1600 was also one of the few cars during that time period to offer disc brakes on all fours, which improved handling and braking considerably compared to similar cars of its era, despite being rather revolutionary, they weren’t very reliable and were often swapped for aftermarket Drum brakes instead.
The car had 4 seats instead of the usual 2+2 layout featured on most other coupes of that time, meaning it was highly practical as well.
Sales were well, with 1,341 cars being sold until 1973 when production of the A1600 ended.
The A1600 was often exported to other RHD countries such as the United Kingdom and New Zealand, however these were never sold directly by Yuro internationally and were often grey-market imports.
Of the 1,341 cars built by the 17-man team within 3 years, 1,300 cars are known to survive. The car is highly sought after by collectors for it’s cultural and technological significance, and can often be seen selling at auctions for large amounts of money.

Yuro had also released a Special Edition of the A1600 in 1971, featuring a tuned engine producing 89HP, as well improved handling and comfort. The 3-speed automatic was replaced by a 4-speed manual gearbox and sent the car from 0-100km/h in 13.2 seconds.
The car featured special Magnesium wheels which were handmade by Yuro during that time.
It also recieved a special paint job which was hand-painted by the people at Yuro during that time.
The Special Edition wasn’t very reliable, however, and most Special Edition A1600s often broke down and costed a fortune to repair as the engine had to be replaced entirely. The Magnesium wheels were also prone to breaking, as they weren’t made to the highest quality.
Yuro originally planned to make and sell 500 of them, but due to said reliability problems as well as manufacturing problems, only 100 were produced, and sold in Japan, about 30 cars were exported worldwide.
To date, 74 Special Edition A1600s are confirmed by Yuro to currently exist worldwide, making them even more highly sought after by collectors than the Standard Edition, one of them being owned by famous collector Lay Jeno.

A1600 Gallery

Rear end of the A1600.

Yuro A1600 Special Edition driving at night.

Rear end of the A1600 Special Edition

Car Company Directory

In a small, light car with modest power such as the A1600, maintaining momentum through the corners is key to making progress along the road, even with the Special Edition. But even the base model would be highly sought-after today for showing off its creator’s design and engineering nous.


Ah, good point. Will edit that part in, thanks!


Following the OAPEC’s embargo on oil for pretty much the entire world, the United States’ automotive industry is sent to a grinding halt. Big, powerful, and inefficient American cars were now turning into a thing of the past as gas prices rose while supply for them dwindled.

Over on the other side of the world, The recently established Yuro Motor Company has just discontinued their first car model. It was somewhat of a hit, and following their success came more funds for a bigger factory and more employees, and by this time, they were preparing for their first mass production car.

Originally designed in 1969, the car was originally planned to be a direct competitor to the Ford Thunderbird, Chevrolet Impala, and the like. However their plans were instantly turned around by 1973 when the oil crisis hit. And thus, they decided to do exactly what they planned, but more efficiently.
And so, the eggheads over at Yuro got to work, contacted Anhultz to cancel the 3.6L V8 in exchange for a 2.7L Straight-6, and completely redesigned the car to fit the new generation. What resulted would blow away the minds of the American automobile industry, and send Yuro where it is today.

Yuro A3000

The A3000 is a 2-door, 4 seater luxury sports coupe introduced at the 1975 Tokyo Motor Show. The car featured styling similar to that of older American sports coupes, but would still remain true to Yuro’s Japanese roots while retaining a modern design.
Powered by a 2.7L Anhultz-designed Straight-6 built in Yuro’s new engine plant in Maebashi, the engine made 145 HP and was sent to either a 4-speed automatic or a 5-speed manual transmission, and can launch the car from 0-100km/h in 9.3 seconds. This would be the last time an Anhultz-designed engine would be used on a Yuro.

The car’s handling was impressive as well, as unlike its competitors it could take corners easily without the rear wheels slipping too much, all thanks to a well-balanced chassis and special hydraulic power steering. Like it’s predecessor, the A3000 would recieve solid discs on all fours, allowing for impressive braking power compared to other cars of its period.

The A3000 would also be the first Yuro to have air-conditioning as a dealer-installed option, which was a delight amongst buyers especially those in more hot and arid locations, such as Florida or other similar US States. And one of the most striking things about the A3000 was it’s fuel efficiency. While cars it was designed to compete with did 9-12 US MPG combined, the A3000 did 15 MPG, which was a pleasant surprise for the relatively unassuming coupe.

The A3000’s design was a mix of modernity and classic design traits from yesteryear, making it very popular with the youth who bought it, and the older people who wish they bought it. It came in 2 bodystyles, a regular hardtop and a convertible variant, and went for sale with a starting price of 7,000$ for the hardtop, and 7,500$ for the convertible in 1976. (30,000$ and 33,000$ respectively, in 2019 adjusted for inflation.) The A3000 is also the first Yuro car to be marketed, and sold outside of Japan.
Over its 4-year production run from 1976 to 1980 12,000 cars were built, of which 5500 were convertibles and 6500 were of the regular hardtop.
The car is often sought after by collectors due to it’s iconic design and significance, so you can expect a couple of these in prime condition popping up at an auction every now and then.

Of course, it had a Special Edition.
With a tuned engine producing 176 HP, sportier suspension, custom Magnesium rims and a special paint job, this car stood out amongst other cars of the decade. The car had a vinyl roof which was exclusive on the Special Edition, to add to the premium feel of the car. Air Conditioning was also standard instead of a dealer-installed option. A manual 5-speed transmission was also standard, and sent the car from 0-100km/h in just 7.8 seconds.
Unlike the previous A1600, the new Special Edition A3000 was much more reliable and less prone to breaking, thanks to advancements in Yuro’s manufacturing techniques.
The Special Edition went on sale for 10,000$ in 1978. (45,000$ in 2019 adjusted for inflation.)
250 of these Special Edition cars were made, and all 250 of them still survive to this day. And as you may expect, famous car collector Lay Jeno owns one of them.

please dont break again


Rear of the Special Edition.

USDM A3000 hardtop in Creme White.


Yuro in the early 1980s

It’s 1981. Ronald Reagan is elected as President of the United States and almost gets assasinated, The Space Shuttle program begins, Jamaican singer Bob Marley unfortunately dies of cancer, ‘Raiders of the Lost Ark’ is released in theaters, English rock band ‘The Police’ releases ‘Ghost in the Machine’, and Yuro opens up their first few hundred dealerships around the world.

The beginning of an interesting decade. The 1980s.

Part 1 - The 3500

The Yuro 3500 is a front-engined, rear-wheel-drive, four seater, 2-door personal luxury car Introduced at the 1980 Detroit Auto Show. The car was aimed at the west’s Personal Luxury Car market, and thus as much effort and care was given to achieve their goal.
Its radical design stunned the world for its sporty and futuristic looks. The unpainted stainless steel finish of the car gave it a unique and special look like no other. The gullwing doors also gave it a special touch like no other car on the road.

An interesting design cue was its twin sealed beam headlight design which looked like it didn’t comply with FMVSS 108, however the outer headlamps were faux lights, which gave it a rather interesting look. (For the USDM model. Non-USDM models had both being lower-power headlights.)
However, rather disappointingly it made only 124HP from its 2.8L inline 6 (21HP less than the preceding A3000 which had 145HP from a 2.7L 6-cylinder.), paired with the 1,330kg curb weight, it wasn’t as sporty as it looked. The handling was more floaty and soft than it was sporty.

But wherever it lacked in sportiness, it made up in luxury. The car was packed with luxurious amenities from the 80s. Including fully swivelable power-operated seats to assist getting in and out of the rather small doorframe, power operated windows, power locks and a prestigious compact cassette player with a small CRT screen that allowed for video playback to top it all off.

Talking more about the car’s powertrain , the 3500 sent its roaring 124 horses to a 4-speed “Yuro-matic” Transmission connected to the rear wheels and sent the car barrelling from 0-60 in 11.3 seconds, and gave it a top speed of 115 mph. The Japanese market 3500 had an optional 5-speed manual which gave it a 0-60 time of roughly 10.5 seconds, however the car was limited to 112 mph.
This meant that the 3500 was slower than it’s A3000 predecessor, rather disappointingly. A Special Edition was planned in 1987 as an attempt to boost sales, but was binned in favour of the first generation Classique instead.

The 3500 went on sale in February 1981 for about 25,000$ (68,000$ in 2019 adjusted for inflation.) and 12,300 cars were sold until it was discontinued in 1989 due to slowing sales.
The 3500 would be the last “thousand” number car made by Yuro, and since no Special Edition 3500 made it past the drawing board, it meant that the A3000 would be the last Special Edition Yuro to ever roll off the production line.

The 3500, along with cars such as the Ferrari Testarossa, DeLorean, etc. would be recognised as one of the most iconic cars of the 1980s. With the 3500 being featured in a handful of famous 80s films that would cement its status in the automotive world.
Like its predecessors, due to it’s rather low sales and high desirability a good condition 3500 can run for fairly high prices in auctions, expect some to show up in car collectors’ garages every now and then.


featuring half-assed Photoshop

The gull wing doors were part of the 3500’s identity as being a prestigious, futuristic and unique car.

Original print ad for the 1981 model year 3500.

Yuro in the early 1980s | Part 2 - Glaze

North America

The Glaze is an entry-level luxury car debuted at the 1980 Tokyo Motor Show for the international market, and at the 1981 Detroit Auto Show for the North American Market. It was a car that made waves with the luxury car market for being “different” than most other luxury cars at the time.
Its simple design made it resemble most other compact cars of its time period, however touches of chrome and other small details gave it a truly premium feel.

For the NA market, came in two trims, the 2.8 “Standard” base model trim and the 2.8 “GLS-T” both powered by a 2.8L SOHC inline-6 shared with the 3500. The Standard trim made 114HP from a naturally aspirated engine, and was mated to a 4-speed “Yuro-matic” transmission which sent the car from 0-60 in 12.5 seconds. The GLS-T made 150HP from a turbocharged engine and was also mated to a 4-speed “Yuro-matic” transmission which could send the car from 0-60 in a much quicker 9.9 seconds. Stopping power was provided by solid disc brakes on all fours, and could stop the car in 39.4m on average. The GLS-T weighed 1460kg and the Standard weighed 1350kg. The car was by no means designed for performance, but can offer decent driving fun when asked to.

The interior of the NA market Glaze differed between the trims. The Standard model offered power locks, power windows and a nice little compact cassette player. The seats were covered in high-quality cloth and the interior trims were lined with a mix of matching cloth and leather. Nothing too bizarre for a base model entry-level luxury car. The GLS-T featured power-adjustable front and rear seats, power locks, power windows and a slightly more premium compact cassette player. The seats were covered in a mix of leather and cloth and the interior trim lined with high quality Italian leather and maple bits on the center console and dashboard, which gave off a highly premium feel for it’s rather unassuming exterior. The leather was also available in 5 colors; Beige, Burgundy, White, Brown and Dark Grey.
Safety features included regulated 5 mph bumpers (discontinued following 1982 amendment), passive seatbelts, as well as driver and passenger side airbags standard on both trims.

The car went for sale in the North American market in 1981 for 15,500$ for the base “Standard” trim, and 25,000$ for the higher end “GLS-T” trim. (38,000$ and 55,000$ respectively adjusted for inflation.)
650,000 cars were sold in North America from 1981-1986, with 166,000 of those coming from Canada.


Introduced at the 1980 Tokyo Motor Show for the international market, it was lighter due to less stricter safety regulations, and sleeker (1981-82 MY) than the North American counterpart.
Differences were the lack of the overly large 5 mph front bumpers (1981-82 MY), and the extra trim level.
Internationally, the Glaze had 3 trim levels - The base model 2.8 “Standard”, 2.8 “GLS-T”, and only offered in Japan and select European markets, the 2.8 “LS Turbo”.

The cars remained mechanically the same as the North American market, with a 2.8L SOHC inline-6 on all trim levels, a monocoque steel chassis, corrosion resistant steel panels, and double wishbone suspension on all fours. Performance also remained nearly identical for the Standard and GLS-T trims, 0-100km/h in 12.3 seconds and 9.5 seconds respectively. Stopping power was again provided by solid disc brakes on all fours, and could stop the car in 39.3m on average based on tests.

Interior amenities were also the same, with power locks, windows and cassete players on all trims, as well as power-adjustable front and rear seats being reserved for the GLS-T and LS Turbo trims. Interior trim and seating material for Japanese market Glaze GLS-Ts and Glaze LS Turbos were custom made according to the buyer, and could select from a combination of maple and leather, walnut and leather, maple and cloth, or walnut and cloth, with the color of the leather dyed in the customer’s preferred color. This was the case for select European markets as well. For markets without custom made interior available, leather and cloth seats as well as maple and leather lined interior trim was standard on the GLS-T and LS Turbo.
Safety was the same as the NA market, with passive seatbelts and driver and passenger side front airbags standard on every trim level.

LS Turbo - Japanese and European exclusive

The LS Turbo was available for the Japanese and select European markets, and was a more performance-oriented variant of the Glaze.
The engine was a turbocharged variant of the 2.8L SOHC inline-6 similar to the one in the GLS-T, but featured a larger compressor, turbine, performance oriented headers, and various tweaks and produced 167 HP. The engine was mated to either the 4-speed “Yuro-matic” transmission, or an optional 5-speed manual. The car can go from 0-100km/h in 8.8 seconds when equipped with the 5-speed manual.
Vented disc brakes were available on all fours, and could stop the Glaze LS Turbo in 39m on average.
The suspension was more tuned towards handling than comfort, which made it a great car for track racing and thanks to it’s durable construction made it a fairly decent car for amateur rallying.
In Japan, the LS Turbo was available in two bodystyles, the regular 4-door sedan and 2-door coupe, everywhere else only the 4-door sedan was available.

Pricing outside the US remained nearly identical, 15,500$ for the “Standard” trim, 25,000$ for the" GLS-T", and 28,000$ for the “LS Turbo” in both bodystyles. (38,000$, 55,000$ and 73,500$ respectively, adjusted for inflation.)
Sales figures outside the US totalled to 750,000 cars sold from 1981-1986, with 550,000 of those sales coming from Europe. Combining North American, European, and Japanese sales, a total of 1,400,000 Glazes were sold from 1981-1986, and out of the 1.4m cars sold, 95,000 of them were LS Turbos, 22,000 of which are coupes.




This is easily my favorite Yuro to date. What about a dedicated high-performance variant - specifically, a Group A homologation special - to give it more street cred? The 80s saw that category of touring car racing explode in popularity not just in Japan, but also nearly everywhere else.

Yuro in the early 1980s | Part 3 - Country Cruiser

A rather interesting but boring and peculiar car in the lineup. The Country Cruiser is a 5-door station wagon/estate car introduced at the 1980 Tokyo Motor Show for the international market, and a few months later at the 1981 Detroit Auto Show for the North American market. What the Country Cruiser looked to be at first glance was simply an estate/wagon model of the Glaze, and boy were they right.

The Country Cruiser, like all Yuro products of the early 80s, featured a 2.8L SOHC inline-6 that produced 114HP, and was of course mated to a 4-speed “Yuro-matic” transmission which allowed the car to hit 60 mph in around 13 seconds, and top speed was maybe around 110 mph. The car was only available in 1 trim, but separate packages such as a Tow Package which included a tow hitch and heavy duty suspension were also available.

Interior amenities were basic, a compact cassette player, a decent stereo system and non-power leather wrapped two-row bench seating was standard, optional power windows were available, however. Interior trim was basic as well with plastic dashboards and door panels with hints of leather and maple, I mean what do you really expect out of a small Japanese station wagon from the early 80s?

As with the North American Glaze, for model year 1981-82, the North American Country Cruiser featured large and heavy 5 mph bumpers which following the amendment of that law, were removed.
Other interesting exterior details were optional wood grain vinyl on the lower door panel, and that’s about it.

The car went on sale in mid 1982, pricing for the Country Cruiser was the same in every market, 14,500$ for the only trim (38,000$ adjusted for inflation). Optional third row bench seating, dealer installed roof racks, and other amenities were available as well. The tow package which added a tow hitch and heavy duty suspension was a 400$ option (1000$ adjusted for inflation). Also available was a heavy duty package which included wider rear tires, heavy duty suspension, a tow hitch, a bullbar and a roof rack which was a 700$ option geared more towards fleet buyers.
Sales were rather average, from 1982-1986 it sold 93,000 cars, most of which came from the European market.


it’s literally just a small station wagon, no luxurious amenities, no nothing. need i say more?


1986 Yuro Classique | The Flagship

In the early 80s, Yuro had a fairly small and peculiar lineup of cars, which gave customers a rather limited amount of options when buying a Yuro.
And so the company’s executives, looking to expand their horizons, turned their sights to developing a new and larger car in their lineup to compete in the executive car segment. For the new model, Yuro had decided to name the car “Classique”, the French word for Classical, to reflect their plan of “giving a much more traditional and classical luxury feel to our customers who wish for a more traditional and classical luxury experience.”

The first generation (1986-1992) Classique was unveiled at the 1985 Tokyo Motor Show alongside the second generation Glaze. It was an executive car which featured a design alike many European luxury cars of the time, but was still very much Japanese with its unique quirks and features you wouldn’t typically find on other European cars, such as hidden headlights which open by rotating 180° instead of flipping open.
Power was provided by a naturally aspirated 3.0L SOHC V6 engine mated to a 4-speed automatic or an optional 5-speed manual, and three trim levels were available for sale to the public, the 3.0 Standard base model, the 3.0 SL midrange trim, and the 3.0 GL high end model.

The Standard trim made 150 hp and could hit 0-60 mph in 9.78 seconds when paired with either the manual or the automatic. Steel wheels came standard. Interior amenities included a compact cassette player with a fairly decent sounding stereo, power adjustable heated cloth front and rear seats, power windows, power locks and power mirrors. Interior trim was fairly normal for a base model luxury car, with leather wrapped dashboards, door panels and steering wheel with different color choices available.
The SL shared the engine with the Standard and produced 150 hp as well and could also go from 0-60 mph in 9.78 seconds when paired with either transmission. Differences from the Standard included leather wrapped heated seats, heated leather-wrapped steering wheel, automatic climate control and hints of walnut wood grain. Alloy wheels were standard.
The top-of-the-line GL trim used a tuned engine which made 175 hp, and was only available with the 4-speed automatic. The car could hit 60 mph in 8.7 seconds. Interior was more refined than the Standard and SL trim, with a fully leather wrapped interior, a more premium compact cassette player and stereo system, walnut and maple wood grain around the door panels and center console, as well as power operated leather-wrapped armrests. Like the SL, alloy wheels were also standard.

Other features that were standard across all models were steering wheel mounted adjustable cruise control, passive automatic seatbelts with pretensioners, driver and passenger side airbags, 4 wheel anti-lock disc brakes, variable hydraulic power rack and pinion steering, and traction control.

Classique Monarch

The Classique Monarch was a series of vehicles sold only to governments as a ultra high end luxury car for use in transporting high ranking government officials and VIPs.

The cars were modified Classique GLs which featured bulletproof and shock proof windows, body panels, self sealing fuel tanks, and runflat tires. Other amenities could also be requested by the government that wished to purchase a car and so prices always varied depending on the customer.

The car went on sale in Japan first, then the European, North American and other Asian markets followed shortly after.
Pricing went as follows; 21,000$ for the 3.0 Standard, 26,000$ for the 3.0 SL, and 35,000$ for the 3.0 GL. (Adjusted for inflation; 47,000$, 57,000$ and 82,000$ respectively.)
Production ran from 1986-1992, and from 1986-1993, 230,000 cars were sold worldwide. The majority of the market share coming from Europe and North America.


1986 Yuro Glaze | Luxury Sports

The second generation Yuro Glaze was unveiled at the 1985 Tokyo Motor Show. The second generation Glaze differed to the previous one quite a bit, as it now took a more sportier and fun approach to challenge the luxury sports car market dominated mostly by European cars.
The design kept the original bodystyle, but made sleeker and more streamlined to emphasise its new focus on sportiness over total luxury. Like the larger Classique, it too featured hidden headlights, however it was more conventional in the way it opened to keep with the more streamlined looks.

The car was available in 3 trims, the 2.4 Standard base model, 2.4 GLS-T high end luxury trim, and the 2.4 LS Turbo high performance trim. Power was provided by a 2.4L SOHC inline 6 across all trim levels.
The Standard trim came with a naturally aspirated engine that made 140 hp and was mated to a either a 4-speed automatic or a 5-speed manual and can hit 0-60 mph in 9.9 seconds when equipped with either transmission. Interior amenities included a compact cassette player with a decent sounding stereo similar to the one in the Classique, power adjustable heated cloth front and rear seats, power operated windows, power locks and power adjustable mirrors. Interior trim was fairly basic, with leather and cloth wrapped dashboards, door panels and leather wrapped steering wheel with multiple color choices available.

The GLS-T came with a turbocharged engine which made 186 hp and was mated to only a 4-speed automatic and can hit 0-60 mph in a rather quick 8.23 seconds. Its handling wasn’t very sporty but could still offer great driving fun when asked to. Interior amenities were similar to the Standard, but now featured power adjustable heated leather wrapped front and rear seats, heated leather wrapped steering wheel, leather as well as maple wrapped dashboards and door panels, with multiple color choices available.

The LS Turbo was available in either a 4-door sedan, or a 2-door coupe (Japan and Europe only). Power was provided with a turbocharged engine that made 235 hp mated to either a 4-speed automatic or a 5-speed manual. When paired with the 5-speed manual, the car can hit 0-60 mph in a very swift 6.3 seconds. Top speed for the LS Turbo was estimated to be 230 km/h, making it one of the fastest Japanese cars of its day. Interior amenities were just like that of the GLS-T. Other features included a Limited-Slip Differential, 4-wheel 13in vented anti-lock disc brakes, and a stiffened chassis to allow for better handling.

Other standard features across all trims were automatically retracting seatbelts with pretensioners, steering wheel mounted adjustable cruise control, driver and passenger side airbags, 4 wheel anti lock brakes, as well as variable hydraulic power rack and pinion steering.

The Standard and GLS-T started production in February 1986, and went on sale in August of the same year for 17,000$ and 27,000$ respectively. (39,000$ and 63,000$ respectively adjusted for inflation.) 820,000 cars were sold from 1986-1992.
The LS Turbo started production a year later in October 1987, and went on sale later in December of the same year for 30,000$. (70,000$ adjusted for inflation) 28,000 of these cars were sold until 1991.