Yuro Motor Company Ltd [outdated]


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.

Content list:


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 80HP, 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 80 HP instead of 75, and the suspension was completely redesigned and built in-house. To send that 80 HP to the rear-wheels, the engine was mated to a 3-speed manual transmission, which had superb shift times and sent the car from 0-100km/h in 13.2 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 93HP, as well improved handling and comfort. The 4-speed manual was adjusted for better acceleration and could send the car from 0-60 in 12.2 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 via the grey market.
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.

Yuro A1600 #34 owned by Lay Jeno, as featured in Lay Jeno’s Garage


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 first-world in 1973, 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.

After Mr. Yukimura was messing around with the A1600 prototype late at night, he made a rather interesting discovery; The fact that a 2.7L inline-6 engine could reliably fit into an A1600 chassis. And so, the following morning, he presented the idea to Rokuhara, who reluctantly agreed to the idea. And so, they called up Anhultz and requested a 2.7L inline-6 with ample power to compete with American pony cars, yet at the same time, be economical enough for people to consider buying. And thus, despite how bad of an idea fitting an almost 3.0L inline-6 into a small sportscar body was, the A3000 sports coupe was born.

Yuro A3000

The A3000 is a 2-door, 4 seater luxury sports coupe introduced at the 1975 Tokyo Motor Show. The car’s chassis and body was borrowed from the A1600, but with the rear suspension swapped out for double wishbones. Other exterior differences included a wider twin grille and different styled tail lights. US Market A3000s included the regulated 5mph front bumpers.
Powered by a 2.7L Anhultz-designed SOHC inline-6 built in Yuro’s new engine plant in Maebashi, the engine made 155 HP and was sent to either a 3-speed automatic or a 4-speed manual transmission, and can launch the car from 0-100km/h in 7.7 seconds. US Market A3000s recieved a slightly more toned down engine which made 112HP due to emissions regulations, but was still capable of a solid and respectable 0-60 time of 10.5 seconds.
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. Handling was slightly heavier than its predecessor due to the heavier engine in the front, but was still fairly controllable.
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. Other interior amenities included an 8-track player, AM/FM Radio, and fairly comfy leather wrapped seats and wood lined interior door panels.

The car went on sale in the summer of 1976 for US$9,000. (Approx. US$35,000 adjusted for inflation.)
Over its 4-year production run from 1975 to 1980 63,000 cars were built.
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.

Everywhere else except the USA, a Special Edition A3000 was available.
With a tuned engine producing 196 HP, sportier suspension tuning, custom magnesium rims, flared fenders and a special paint job, this car stood out amongst other cars of the decade. Air Conditioning was standard instead of a dealer-installed option. A manual 4-speed transmission was the only available option, and sent the car from 0-100km/h in under 7 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 1977. (45,000$ adjusted for inflation.)
250 of these Special Edition cars were made, and all 250 of them still survive to this day.

But if you thought that the USA felt left out of the very cool Special Edition A3000, worry not! The USA-exclusive Indy Special has you covered!
With a 161HP engine that probably meets emissions standards, sportier suspension tuning, magnesium rims, and a special paint job to enhance the AMERICAN feel!
Both transmission options were available. The 4-speed manual is capable of 0-60 in 7.4 seconds.
The Indy Special went on sale for 10,000$ in 1977. (Or around 45,000$ adjusted for inflation.)
500 of these “Indy Specials” were made, and one of them is owned by famous car collector Lay Jeno.


Rear of the A3000 Special Edition.

USDM A3000

USDM A3000 rear

Rear of the A3000

Rear of the A3000 Indy Special


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, 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?

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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.


Yuro Sabre | A Legendary Blade

“If you want to be strong, learn how to fight alone.”

The Yuro Sabre (Japanese: セイバー Hepburn: Seibā) is a 2-seater, mid-engined sports car that was manufactured by Yuro in Japan from 1992 to 2006. Gaining fame as the legendary Japanese sports car that rivaled the European exotics with its advanced design and superb driving dynamics.

Background and Development

In 1989, following the discontinuation of the Yuro 3500 gran tourer with no planned replacement, Yuro was essentially left without any dedicated performance oriented car. Wishing to fill the void within the company’s lineup, Yuro had multiple choices. To develop a successor to the thousand-series gran tourers, create more performance oriented models of the Glaze, or to design an entirely new car capable of rivaling European exotics.
The latter was chosen, and came the birth of a new project; internally named “Project Blade”.

The first prototype vehicle was built in late 1989; It was a mid-engined, aluminium bodied sports car which traced its roots from the Glaze. Suspension for the prototype was borrowed from the Glaze and downscaled to fit into the cut down chassis. The engine is a 3.0L DOHC V6 engine derived from the Classique, with an updated injection system and performance oriented headers and made somewhere in the range of 250-260HP. It is currently on display at the Yuro Heritage Museum in Takasaki, Gunma.

Over the course of its 4-year development phase, 20 different test mules were built, all utilising different engine types, including an experimental SOHC V12 engine (Which was more or less 2 V6 engines welded together, which subsequently binned because of its poor reliability.) that made 400HP, and an experimental transversally mounted inline-5 engine which never actually made it into the car.

Eventually after much testing, the final prototype was finished in mid 1991, it had an entirely built from the ground up chassis and suspension, and was powered by an aluminium-block and head DOHC V6 engine that made 280HP and could rev to 8000RPM. It could accelerate from 0-60 in less than 5 seconds because of its incredibly light 1200kg curb weight.
It took another couple of months before the car would officially become production ready, in which the car was officially given a name, one that would reflect its light weight, agility, and design; The Sabre.


At the 1992 Geneva Motor Show, the Sabre made its debut. The car was initially thought of as “just another Japanese European exotic knockoff”, however it was way more than that.
Upon its debut, the Sabre was an entirely different machine compared to what the Europeans could offer. Its longitudinally mounted aluminum block 3.0L V6 was said to make 276HP (This wasn’t actually the case, as Yuro was part of the Japanese gentleman’s agreement. The engine in actuality made over 330HP.), and was mated to a 5-speed manual transmission. The aluminium body and lightweight steel chassis brought the car’s weight down to 1173kg, which meant the car was capable of hitting 0-60 in 4.1 seconds. Suspension were double wishbones on all fours, with forged control arms connected to forged 17" alloy wheels. Other incredible feats included the engine only having regular forged conrods and pistons, yet being able to achieve a redline of 9000 RPM. Its brakes were 350mm vented disk brakes with 3-piston calipers on all fours, which was more than capable of stopping the car in a very short distance.
The exterior had a very time-consuming and delicate 40-step painting process, which included a highly complicated chemical coating for the aluminium bodywork which would help to increase the paint’s vibrancy and achieve a very vivid and exquisite look to the paint.

The car was built in a special plant in Takasaki, where a group of hand picked specialists would assemble the car using advanced aerospace-grade manufacturing techniques. (???)

By the car’s discontinuation in 2006, 27,000 cars were made since 1992 over a 14-year span.

Variants and Facelifts

Sabre RS-GT (1995-1996)

A special track oriented variant of the Sabre was introduced for those who seeked for a no-compromise racing experience designed to dominate racetracks called the Sabre RS-GT. To achieve this, modifications were done to the car’s interior and engine at the expense of customary creature comforts.
To begin, they took out the leather-wrapped, power operated seats and swapped them out for custom designed carbon-kevlar seats. Everything was stripped out, including the traction control system, interior sound deadening, airbags, the stereo and sound system, as well as the any leather wrapping on the dashboard and wood grain on the centre console. Higher strength and lighter weight suspension parts were also added. Weight was down from 1170kg to 1070kg.
Using Yuro’s new racing-oriented moniker, the Sabre RS-GT was more than a stripped down Sabre. Combined with lighter reinforced parts, the coilovers, dampers and swaybars were tweaked and were made stiffer. The engine was modified highly for racing, with the mufflers taken out, the camshafts modified to allow for more aggressiveness, and a tweaked ECU which increased power at the expense of fuel consumption. The engine made over 354HP and was only sold in Japan and certain parts of Europe.
The car was finished in a special RS-GT exclusive April Red Pearl paintjob matched to 17-in white aluminium wheels.

Sabre Targa (1994-2005)

Sabres with removable carbon fibre targa roofs were also available. Because of reduced structural rigidity with the lack of a solid roof, strut bars were added below the car to increase structural rigidity.

Facelift (1998-2005)

For model year 1998, the Sabre’s front end was entirely redesigned, with a new triple headlight housing instead of the twin one in previous model years, the Sabre looked more modern and more aggressive. The lower grille was made larger to allow cooling for a larger radiator. The front air dam was made larger and lower, which helped to increase downforce.
The rear was modernized, with the exhaust tips enlarged, and the twin taillights previously separate now merged into one cluster.
Suspension was stiffened in order to handle extra loads at higher speeds. The front tires were made wider in order to improve cornering abilities.
A new 3.2L DOHC V6 engine with variable valve timing and electronic valve lift was now available, and made over 350HP and was now mated to a 6-speed manual transmission. The 3.0L DOHC V6 without electronically controlled valve lift was also available and could be paired with either a 4-speed automatic or a 5-speed manual.
The new facelifted Sabre was capable of 0-60 in 3.8 seconds, making it the quickest accelerating production car of its time.
The car was also available with a targa bodystyle, which had extra strut braces in the car to improve handling due to the lack of a solid roof.

RS-GT Facelift (2000-2001)

The second iteration of the Sabre RS-GT was unveiled in 2000. Like the previous one, it was highly stripped down and various technical tweaks were done to the engine and suspension, such as reworked racing style headers, and a modified cam profile and ECU tune. The new modified engine produced over 410HP, while the car weighed 1047kg.
With these modifications, the car was capable of a 0-60 time of 3.6 seconds.
A new special “RS-GT Silver” color option was available, but for those who enjoyed the older April Red Pearl color, it was still an available option.

Discontinuation and Final Edition

In 2005, with the Sabre’s sales slowing down, and the rise of newer, more modern looking and performing sports cars, a final edition Sabre was made, dubbed the “Finale”.

Featuring a modernised interior with a SatNav, gold lined rims, and a redesigned front and rear fascia, this Sabre would mark the end of the famed Japanese sports car.
The engine was identical to the one in the RS-GT, and made 410HP.

150 of these Sabre Finales would be made. With one of them being owned by famous collector Lay Jeno.

Production was halted with no planned successor.


1992-1998 3.0 S & S-Targa

Engine: 3000cc DOHC 90-degree V6
Bore/Stroke: 86.6mm x 84.9mm
Compression ratio: 11.9:1
Power: 330HP at 8,600 rpm
Maximum Torque: 243 lb/ft at 5,800 rpm
Transmission: 5-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disc ABS
Max. Speed: 254 km/h
Acceleration: 0–100 km/h: 4.1 s
1/4 mile : 12.31 s

1995-1996 3.0 RS-GT

Engine: 3000cc DOHC 90-degree V6
Bore/Stroke: 86.6mm x 84.9mm
Compression ratio: 12.0:1
Power: 354HP at 8,700 rpm
Maximum Torque: 249 lb/ft at 6,800 rpm
Transmission: 5-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disc ABS
Max. Speed: 270 km/h
0–100 km/h: 3.6 s
1/4 mile : 11.82 s

1998-2005 3.2 S & S-Targa

Engine: 3000cc DOHC 90-degree V6
Bore/Stroke: 88.4mm x 86.8mm
Compression ratio: 11.0:1
Power: 350HP at 9,100 rpm
Maximum Torque: 237 lb/ft at 6,700 rpm
Transmission: 6-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disc ABS
Max. Speed: 276 km/h
0–100 km/h: 3.8 s
1/4 mile : 11.94 s

2000-2002 3.2 RS-GT

Engine: 3000cc DOHC 90-degree V6
Bore/Stroke: 88.4mm x 86.8mm
Compression ratio: 11.9:1
Power: 410HP at 9,200 rpm
Maximum Torque: 265 lb/ft at 6,900 rpm
Transmission: 6-speed manual
Chassis: Steel platform & sub-frame
Suspension: Independent all round
Brakes: 4-wheel Disc ABS
Max. Speed: 292 km/h
0–100 km/h: 3.4 s
1/4 mile : 11.35 s


Car files for you to play around with in BeamNG (Targa version unavailable)

3.0 S
Yuro Sabre - 3.0 S.car (53.9 KB)

3.0 RS-GT
Yuro Sabre - 3.0 RS-GT.car (58.7 KB)

3.2 S
Yuro Sabre - 3.2 Facelift.car (56.8 KB)

3.2 RS-GT
Yuro Sabre - 3.2 RS-GT Facelift.car (62.1 KB)


This reminds me very much of the original NA1/NA2 Honda/Acura NSX, especially the engine choice and the fact that it required its own factory. In fact, it’s so good that it’s now my favorite Yuro, even more so than the Glaze - and I would easily imagine the Midnight Club using highly tuned Sabres for street races in Japan and Hong Kong.


1992 Yuro Commander | Rewrite the rules of Luxury

Following the increase in popularity of the SUV in the 80s, it was becoming clear to Yuro that having a fleet of purely sedans and coupes wouldn’t be ideal in the long run, and as the 90s began, this would be solidified by the fact that SUVs were beginning to approach the sales of passenger cars in the United Stares.
And so, in late 1990, Yuro’s top designers spent long weekends and nights designing a car that would hopefully cater to market demands and interests, and a less than year later in 1991, they would have just that.

The first generation (1992-1998) Yuro Commander (Japanese: ユロ コマンダー / Hepburn: Yuro Komandā is a Full-size luxury SUV that was unveiled at the 1992 Detroit Auto Show.
It was big, it was meaty, filled with luxury and was far from economical. The Commander was Yuro’s first SUV, and it was built entirely from the ground up, with only some parts such as the engine being taken from other Yuro models.

The Commander was initally offered in 3 trims; The base model 3.0 S, the intermediate 3.0/6.0 SL, and the fully loaded 6.0 GL.
The S was the entry-level trim and had air conditioning, power adjustable seats, and cloth upholstery with some leather and maple bits scattered around. Engine options were limited to only the naturally aspirated 3.0L V6 and made 204HP and was available in either RWD or AWD with either a 4-speed automatic or a 5-speed manual.
The SL was the intermediate/medium level trim and had leather upholstery with maple bits scattered around the interior, as well as 15" alloy wheels. Engine options were either the 3.0L V6 or a 6.0L V8 that produced 330HP. Drivetrain options were either RWD or AWD and could be paired with either a 4-speed auto or a 5-speed manual.
The fully loaded GL trim was available with a heated steering wheel, even more refined leather upholstery, alcantara lined door panels, a suspension tuned for better comfort and 16" alloy wheels.
Other features standard were; Console-mounted 6-disc CD changer, 4-wheel anti-lock disc brakes, traction control and adjustable cruise control.
Other optional features were lockable front and rear differentials, power moonroof, and a leather wrapped third row bench seat.

Later in 1994, a “Sport” trim was released for those who desired more offroad performance. The interior was stripped of any other amenities deemed “useless” for offroading, and the suspension was tuned for maximum performance. Extra offroad equipment such as roof racks, lights and bullbars were optional.

The car went on sale in early 1993, with the base model starting at $24,000 ($40,000 adjusted for inflation.) with the top of the line GL with all options costing nearly $45,000. ($70,000 adjusted for inflation.)



Great (and realistic) looking SUV! For future reference, Automation gives all prices in 2010 dollars, so you should adjust down from 2010 to 1992 dollars.

thanks! I’ve heard somewhere that they’re given in 2012 dollars, and that’s what I’ve been going off of for all my cars

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Looks great, I can totally see these on the road, but this is a little strange to me, I’m not sure if that’s super Japanese haha. But it’s not necessarily supposed to be a direct copy of anything so that can slide ;))

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1992 Yuro Chieftain | Big Iron

For people who wanted more utility than the Commander, with just as much luxury as one, Yuro had you covered. Seeing a near untapped potential for luxury-oriented pickup trucks in North America and Australia, they cloned a prototype of the Commander, sawed it in half, installed a truck bed onto it and then-

The first generation (1992-1998) Yuro Chieftain is a light-duty pickup truck introduced at the 1992 Detroit Auto Show for the North American, and Australian markets exclusively. The first generation Chieftain was developed alongside the Commander full-size SUV, and had shared over 80% of its parts with it.

Like the Commander, the Chieftain was offered in 3 trims; the base model 3.0 S, the luxury-oriented 6.0 GL, and the heavy duty 6.0 DXL.
The base 3.0 S was equipped with, you guessed it, a 3.0L V6 engine that produced 200HP, and was only available with a 4-speed automatic and either RWD or AWD. Interior goodies included air conditioning, power adjustable seats, a cassette player and cloth upholstery. A console-mounted 6-disc CD changer, power moonroof and lockable front and rear differentials were also available options. Being the general-purpose trim level, it was capable of towing upwards of 1300kg, and also had a maximum truck bed load limit of 1050kg.
The luxury-oriented 6.0 GL had a 6.0L V8 engine that produced 335HP, 5 horsepower more than the Commander equipped with the same engine. Other amenities included a heated steering wheel, leather upholstery and alcantara-lined door panels.
The more heavy duty 6.0 DXL was equipped with a 6.0L V8 that produced 350HP@5700RPM and 390lb-ft of torque at 4000RPM. Optional interior amenities included a console mounted 6-Disc CD changer, heated steering wheel, and leather upholstery. Standard features for the DXL trim included 4WD, front and rear locking differentials, 15-inch Alloy wheels, and a factory-installed bullbar.

The Chieftain went on sale in summer 1992 for $25,000, with the luxury GL trim going on sale in later that year for $45,000 with all options included. ($70,000 adjusted for inflation.) The DXL went on sale in 1993 for $26,000 with all options included.

Gallery (will update with more pictures)


the truck and SUV look great, however one criticism is that a 6 litre V8 is frankly enormous for 1992 Japanese OEM. The biggest gas engines that Japanese manufacturers are building right now would be Toyota’s 3UR (5.7 litre) and Nissan’s VK56 (5.6 litre) - and those are primarily used in US market trucks. I’d say you should downsize your 6 litre V8 into something between 4 and 5 litres.

But holy hell they look good af :+1:

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let’s just say that Yuro somehow found a way to build V8s as big as the Americans can :wink:. thanks anyway!

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lol Yuro said fuck Japanese displacement tax

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