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29-782: Not to be confused with Škoda Scala or Zastava Skala . The Renault Scala nameplate has been used by the French automobile manufacturer Renault for the following cars, in the following markets: Renault Samsung SM3 , in Mexico, Egypt, Cuba and Colombia from 2010–2013 Nissan Almera (also as Latio, Sunny and Versa), in India from 2012–2017 Renault Mégane , in Iran from 2013–2016 [REDACTED] 2010–2013 Renault Scala [REDACTED] 2012–2017 Renault Scala [REDACTED] Index of articles associated with

58-506: A 1,116 cc engine, with an 8.8:1 compression ratio and various carburetors (Weber 32 icev 10, Holley Europea 32 ICEV 10, IPM 32 MGV 1 or Solex C 32 DISA 20). In 1976, all engines - beginning with #0076986 - used a new camshaft, 20-millimeters wide to the outgoing camshaft's 14-millimeter width. No further significant changes were made until 1979, when the Zastava 101B replaced the Standard model. Both

87-689: A legend in Serbia: a solid, inexpensive car which can still be seen in all its generations, across ex-Yugoslavian territory and Eastern Europe. Aurelio Lampredi Aurelio Lampredi (16 June 1917 – 1 June 1989) was an Italian automobile and aircraft engine designer. Lampredi was born in Livorno , Tuscany . He studied mechanical engineering at the Institut Technique Supérieur in Fribourg . A classical music lover, he had wanted to study piano but

116-448: A single key to unlock the doors and liftback, and to operate the ignition. Optionally, the 101 Yugo Skala 55 can be equipped to run on natural gas, with a factory-installed Lovato 40-liter tank and feed. Zastava in 2008 was still selling the Skala 55. It was Serbia's most-affordable automobile. The last 1,045,258th Zastava 101 rolled off the assembly line at November 20, 2008, what is summarily

145-600: Is different from Wikidata All set index articles Zastava Skala Later in 1979 it became available as a 4-door sedan , identical to the Fiat 128 but sold under the name Zastava 128 . The Zastava 128 model was discontinued in 2003. In its domestic market, the Zastava 101 was widely known by the nicknames "Stojadin" ( pronounced [stoˈjǎdin] , a male name, from the similarity with Serbo-Croatian for 101, "sto jedan") and (in Slovenia) "Stoenka" ("101-ette"). In

174-472: The Zastava 10 . Behind the wheel was a new instrument cluster, complete with tachometer, glowing in blue and red nuances behind its curvaceous housing. New, softer seats made for an elevated driving position. The 2008 Yugo Skala 55 also shares a horn; adjustable side mirrors, and rear-view mirror with the Zastava 10. Door locks come from Zastava's In (Zastava Koral and Zastava Florida ) range. Owners now need but

203-422: The 1,273,532nd Zastava Skala car (the 1,045,258th Zastava 101 and the 228,274th Zastava 128 car models). In the beginning, two versions of the Zastava 101 were available: Standard and De Luxe. Standard models offered seats trimmed in imitation black leather, with a black, spherical gear shifter. De Luxe trim brought forth red seats and carpet, chrome trim across the interior door panels and exterior sides of

232-587: The 101B and 101L now shared the same, upmarket seats, with integrated headrests. Zastava 101 L 1300 was the first model with an engine of 1290 cc and 73 hp (54 kW), with an original Italian gearbox (Fiat 128 Coupe). Produced in small number of exemplars. Also in 1979, Zastava launched the 101S (Super) and SC (Super Confort). They had new bumpers, square headlamps, a new radiator grille with chrome surround, black side mirror, black wipers, small black wheel caps, standard rear defroster and two new warning lamps (hand-brake on, brake-pad warning). Interior colors were added, as

261-942: The British Grand Prix in Silverstone in 1951. In 1951, Enzo Ferrari saw a good opportunity to make a competitive Formula Two racing car, when rules made it possible for Formula Two cars to compete in Formula One until new engine regulations would come into effect in 1954. He suggested to Lampredi that he'd design a twin-cam four-cylinder racing engine. The power unit proved to be very successful in Formula Two, Formula One and sports racing cars, with Alberto Ascari securing back-to-back Formula One World Championships in 1952 and 1953. Lampredi's tenure at Ferrari ended in 1955 when Ferrari bought Lancia 's racing division and famed engine designer Vittorio Jano , formerly of Alfa Romeo , joined

290-445: The Zastava 101 (internationally, the Zastava 1100 or 311/ 313/ 511/ 513). Derived from Italy's Fiat 128, which Zastava also produced ( Zastava 128 ), the 101 added a practical fifth door. Arriving a full three years before Fiat's own 128 3P and Volkswagen's Golf , the 101 was among the first hatchbacks with engine and gearbox located astride each other. Front-wheel-drive in an era when most manufacturers were still years away from making

319-449: The car now sat lower, for better stability. The GTL model featured revisions to the brakes. The standard, 1,116 cc motor produced 55 horsepower (41 kW) with a one-barrel IPM 32 MGV 12 carburetor, while the 1,301 cc engine made 65 horsepower (48 kW) with a two-barrel Weber 30/32 DMTR 90/250. A new cable connected the accelerator and carburetor. In 1987, Zastava applied the YUGO name to

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348-523: The car, and imitation wood ahead of the front passenger. Zastava's logo was embedded within a transparent shifter knob. The following years saw the radiator grille painted black (rather than grey). In 1976, the 101L replaced the De Luxe model, featuring new bumpers with rubber trim, flat-folding seat backs, chrome-trimmed radiator grille, reverse light, electric windshield-washer pump, coolant-temperature gauge, cigarette lighter and servo brakes. All models used

377-433: The cars were aimed squarely at the budget end of the market. Advertised under the slogan Go New! Go Yugo!, the 311/ 313/ 511/ 513 is the cheapest new car available to British buyers. In 1984, the range's entry-level model costs less than £2,400, roughly half the price of the equivalent Ford Escort . In order to avoid rust caused by road gritting, hard PVC coating was used throughout the underside, sills and valances. In 1991,

406-559: The cars, in honor of their success in the United States . The pair was now called the YUGO 1.1 and 1.3 GX. A Y insignia was used instead of a Z. More interior colors debuted. All models used 4-2-1 exhaust systems. In 1988, the name was changed to YUGO Skala 55 and YUGO Skala 65. The butterfly-type front side windows were removed, while new plastic bumpers - much larger than those of old - debuted. The interiors were redesigned again, finished in grey or Sahara yellow. A Bosch ignition system

435-401: The company logo (101S/ 101SC) inscribed on the center horn button. In 1983, Zastava launched the 101 GT/GTL 55/65. New, wider chrome bumpers boasted integrated parking and indicator lights. A new radiator mask debuted, along with new side skirts and a new wheel design. The interior was redesigned, with a new dashboard, steering wheel, gear shifter and hand brake . The suspension was softer, and

464-610: The engine that would put Fiat on the Brazilian market – the FIASA (acronym of Portuguese " Fi at A utomóveis S.A ). The engine equipped the Fiat 147 , a Brazilian derivation of the European Fiat 127 . The 147 was the first national vehicle to have a transversely mounted engine with a belt driven overhead camshaft. It was also the first large scale-engine to be powered by ethanol, when such version

493-576: The final years of production, the Zastava Skala was available in a single trim level: the 55-horsepower, 1.1-liter, 5-door Skala 55. In 2008, a new Skala could be purchased for just under 4,000 euros, undercutting the Zastava Koral (an ameliorated Yugo). Production of the Zastava Skala continued for some time after the discontinuation of the Zastava 128. The Skala features a fifth door, making it impressively functional at this price level. Dropping down

522-541: The millionth 101 (Yugo Skala) was produced. At the 2008 Belgrade Car Show, visitors were able to see the Skala 55, a standout model showcased between the Zastava Koral and Zastava 10, and the new Florida TDC diesel, highlighting Zastava and Yugo's new designs. Several improvements had been made to the event's most affordable car, courtesy Zastava R&D. Under the hood, a new aluminum radiator had been installed. Underneath, wheel bearings and CV joints were now shared with

551-474: The most powerful engine ever installed in this car: a 73 horsepower (54 kW) version of the 1,290 cc motor, with Weber 32/32 DMTR 90/250 carburetor and 4-2-1 exhaust. A 3-door Mediteran model used either the base, 1,116 cc engine (55 horsepower) or the Special's 73 horsepower (54 kW) motor. It had round headlamps, like the earliest 101s. All 1979 Zastava 101s had a new steering wheel , with either Zastava or

580-467: The rear seat increases the cargo space from 325 to 1,010 liters. Due to its practicality and robustness, and thanks to its low price, the Skala 55 continued to sell well in Serbia until the end of production in 2008. 1,273,532 units have been built since 1971. Zastava in late 2007 estimated that the Skala 55 was the world's second most-affordable car at the time. The Skala 55 first emerged on 15 October 1971 as

609-502: The same name This set index article includes a list of related items that share the same name (or similar names). If an internal link incorrectly led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Renault_Scala&oldid=1179653701 " Categories : Set index articles on cars Renault vehicles Hidden categories: Articles with short description Short description

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638-696: The switch, the 101 offered excellent space utilization. Independent rear suspension coped well with challenging Eastern European roads, while engines designed by the legendary Aurelio Lampredi worked best at heady rpms. In 1973, the Zastava 101 won its class in the 17th international Tour d'Europe rally. The following year, Yugoslav driver J. Paliković was reportedly piloting his 101 faster than his Porsche competition over several stages. In February 1975, Zastava organized an expedition from its hometown of Kragujevac to Kilimanjaro . Five brand-new, standard Zastava 101 cars and 11 crew members travelled African deserts and savanna , finishing their 45-day expedition on

667-687: The team. Though Lampredi's engine designs continued to be used in Ferrari road cars, Jano's V6 and V12 engines eventually replaced Lampredi's V12s for racing use, with Juan-Manuel Fangio winning the Formula One title in 1956 and Mike Hawthorn in 1958. After Ferrari, Lampredi went to Fiat , where he oversaw that company's engine design efforts until 1977. He designed the Fiat Twin-Cam and SOHC engines, which powered most Fiat and Lancia cars for over 32 years. He managed Fiat's Abarth factory rally racing group from 1973 through 1982. In 1976 Lampredi designed

696-469: The time was in the process of building his own racing team. Lampredi's first interlude with Ferrari only lasted one year as he didn't feel there was enough space for professional growth with Giuseppe Busso and Gioacchino Colombo already covering senior positions. He moved to Milan to work at Isotta Fraschini . In 1951 he was hired back by Ferrari once Busso has left for Alfa Romeo and Colombo moved to an advisorial role. Lampredi's first Ferrari engine

725-557: The top of Kilimanjaro. Zastava consequently markets the car as Vozilo uspeha (roughly translated, vehicle of success). In Poland , the FSO factory produced the Zastava 101 through 1976. In 1979, 88,918 Zastava 101 models left Kragujevac lines. Two years later, the car had been crowned Yugoslavia's Car of the Decade. The early 1980s saw the 101 become quite popular in the United Kingdom, where

754-501: Was a large 3.3, 4.1 and 4.5 L displacement V12, which was first used in the 275 S , 275 F1, 340 F1 and 375 F1 race cars. Lampredi's engines were used as naturally aspirated alternatives to the diminutive Colombo-designed V12s used in most Ferrari cars until that time. After the lack of success of Colombo's supercharged Formula One engine, Lampredi's design began to find favor within the company. Lampredi's engine gave Ferrari its first Formula One win when José Froilán González won

783-441: Was a new, 1,290 cc engine, featuring 9.1:1 compression and an IPM 32 MGV 25/250 carburetor. The SC model used a two-barrel Weber 30/32 DMTR 90/250 carburetor and 4-2-1 exhaust, boosting power to 64 hp (48 kW). Compression on the 1,116 cc engine was raised to 9.2:1. The motor now used an IPM 32 MGV 10 carburetor. Later in the year came the Special, with complete instrumentation including oil-pressure gauge and tachometer, and

812-425: Was installed. The Skala 65 used a new two-barrel Weber 7Y2M-RA carburetor with an electronic choke atop its 1,301 cc engine, mated to a 5-speed gearbox. These two models were produced until 1994, when their suspensions and gear-boxes were modified and their names were changed to Skala 55C and Skala 65C. For the 2008 model year, several revisions debuted (described above). The Zastava Skala 55 (101) remains something of

841-505: Was persuaded by his father to choose a more secure career path. After a brief apprentice at the Livorno Shipyard, he started working at Piaggio in 1937, where he was supervised by Corradino D'Ascanio . At the outbreak of World War II , he was drafted and moved to Reggiane , where he designed military aircraft engines. Reggiane's chief designer Carlo Ruini was impressed with Lampredi‘s work and recommended him to Enzo Ferrari , who at

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