20 years of škoda vrs

CELEBRATING 20 YEARS OF PERFORMANCE & PASSION

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CONTENTS

Introduction: 20 years of performance and passion 4Icons of vRS: L&K motorcycles (1904) 8Heroes of vRS: Vaclav Vondrich 10Icons of vRS: L&K FCR (1909) 12Heroes of vRS: Count Alexander Graf Kolowrat 14Icons of vRS: Popular Monte Carlo (1937) 16Icons of vRS: ŠKODA 966 Supersport (1950) 20Icons of vRS: ŠKODA 180RS / 200RS (1974) 24Heroes of vRS: John Haugland 28Icons of vRS: ŠKODA 130RS (1975) 30Icons of vRS: ŠKODA Octavia WRC (1999) 34Heroes of vRS: Colin McRae 38Icons of vRS: ŠKODA Octavia vRS Mk1 (2001) 40Icons of vRS: ŠKODA Fabia vRS Mk1 (2003) 44 Icons of vRS: ŠKODA Octavia vRS Mk2 (2005) 48Icons of vRS: ŠKODA Fabia S2000 (2008) 52Icons of vRS: ŠKODA Fabia vRS Mk2 (2010) 56Icons of vRS: ŠKODA Octavia vRS Bonneville (2011) 60Icons of vRS: ŠKODA Octavia vRS Mk3 (2013) 62Icons of vRS: ŠKODA Kodiaq vRS (2018) 66Icons of vRS: ŠKODA Octavia vRS Mk4 (2020) 70

2 0 Y E A R S O F Š K O D A V R S

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Iconic models such as the 1974 200RS kept the spirit of performance alive and provided ŠKODA

with countless race wins and championship titles

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INTRODUCTION

ŠKODA’s rich sporting and performance history reaches a historic milestone in 2021 with the 20th anniversary of the vRS brand in the UK. Since the first Octavia vRS arrived in showrooms back in 2001, ŠKODA has continually developed the vRS brand – adding more power, performance and excitement to cars wearing the famous three letter badge.

The first modern-era ŠKODA to enter the fiercely competitive performance car market, the Mk1 Octavia vRS perfectly combined the brand’s optimism, confidence and engineering skills. Powered by a 180PS, 1.8-litre turbocharged petrol engine, the Mk1 Octavia delivered numerous firsts for the brand. Not only was it the most powerful production ŠKODA ever produced, it was also the fastest and most expensive with a UK price tag of £15,535.

The first-generation Octavia vRS proved an instant hit with buyers and the world’s motoring media. While it broke a price barrier for the brand, its high equipment levels meant that no rival could match the Octavia vRS for sheer value and entertainment.

ŠKODA’s passion for ripping up the performance car rulebook took another leap forward in 2003 with the introduction of the Fabia vRS. Powered by a 2.0-litre, 130PS turbodiesel engine, the Fabia defied convention and proved that flexibility and a colossal torque output (310Nm) was more than a match for a peaky, high-revving petrol engine. The fact that it returned up to 53.3mpg and came loaded with standard equipment made it one of the most competitive and engaging packages in the sector.

With both first-generation vRS models proving a huge hit with buyers, ŠKODA packed more power, excitement and value into their replacements. The Mk2 Fabia vRS (2010-2013) offered more innovation in the form of a twin-charged 180PS 1.4-litre TSI engine and paddle-shift DSG transmission, while the second generation Octavia vRS (2005-2013) came with an estate variant and, for the first time, a 170PS diesel option.

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To showcase the remarkable performance potential of the Octavia vRS – and celebrate the tenth anniversary of the vRS badge in the UK, ŠKODA UK made headlines around the world in 2011 when it attempted to break a land speed record at the famous Bonneville salt flats in the USA.

Built from a standard petrol-powered Octavia vRS by a team of ŠKODA UK engineers, the Bonneville Special smashed the previous record for a 2.0-litre forced induction production car when at 07:45 on Friday 19 August, it registered an official record speed of 227.080mph.

2013 saw ŠKODA refocus its vRS line-up – opting to build a broader Octavia vRS line-up with greater options for buyers. Then, with the arrival of the fourth-generation model in 2020 came the arrival of the brand’s first ever electrified vRS - the Octavia vRS iV. The current Octavia vRS is the most comprehensive and advanced to date with customers able to choose between two body styles and three distinctly different engine options. Broadening choice further are four-wheel drive and DSG gearbox variants.

2021 also sees ŠKODA introduce an evolution of its acclaimed Kodiaq vRS which arrived in 2018. The first SUV and seven-seater to wear the vRS badge, the latest version of the Kodiaq vRS features a powerful 2.0 TSI engine with 245PS on tap.

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Although the vRS badge is celebrating its 20th year in the UK, ŠKODA’s sporting and performance car heritage dates back to the days before founders Vaclav Laurin and Vaclav Klement even started work on their first car. Although neither were convinced of the benefits of building sporting versions of their motorbikes and were even less thrilled by the idea of competition, a series of incredible racing victories led to full order books and global recognition. While Vaclav Laurin still considered motorsport to be “costly puffery”, the achievements of their products set L&K and what would become ŠKODA onto a course that would deliver some of the most engaging and successful road and competition cars of their era.

And while brand has been through tough times, its dogged determination and passion for driving excitement has always shone through. The brand’s first road-going performance car – the 1937 Popular Sport Monte Carlo – set a template for affordable but exquisitely engineered fun. Iconic models such as the 1974 180RS and 200RS kept the spirit of performance alive during difficult times for the brand, and provided ŠKODA with countless race wins and championship titles in both circuit racing and rallying.

Today, ŠKODA’s love of performance is stronger than ever. In addition to the growing range of vRS models, the brand continues to be a force to be reckoned with in motorsport. The Fabia S2000 was the most successful rally in its class – while it’s replacement, the Fabia Rally2 evo has provedequally dominant in World Rallying’s WRC2 category. To date, it has celebrated more than 1,255 victories in its category, carrying its crews to 2,948 podiums.

1901-1906 L&K Motorcycles

ŠKODA’s passion for performance can be traced back to the brand’s earliest days when founders Vaclav Laurin and Klement capitalised on the public’s hunger for endurance cycle racing. However, Neither founder had much of a passion for sport, and during the early years of bicycle production, proudly dismissed it as ‘costly puffery’ that detracted from the serious business of building the world’s greatest bicycles. Laurin wanted wealthy doctors, judges and politicians to buy and ride his creations, not oily-faced racers.

In truth, the brand simply couldn’t afford the luxury of running a cycling team – just funding the production run of its standard range proved enough of a struggle in the early years.

Realising the potential of a much bigger market, the pair invested heavily in the design and development of a motorcycle range. However, the idea was slow to catch on with buyers and Laurin and Klement soon realised that it would need to prove the performance, quality and durability of its products on the broadest possible stage. And that meant going racing…

With fearless Czech rider Narcis Podsedníček onboard, a specially built L&K motorcycle entered the 1901 Paris-Berlin race — a distance of 750 miles. Unable to compete with their rivals in terms of budget, Laurin could barely afford tyres for his bike and even considered withdrawing the entry having witnessed the well-funded opposition at the start line in Paris.

Remarkably, Podsedníček proved that innovation and clever engineering were more valuable commodities than budget, and soon found himself heading towards the Berlin finish with a comfortable lead. Such was his speed that the timekeepers weren’t able to keep up - setting up the finish line hours after Podsedníček had arrived in Berlin in the belief that nobody could have reached the finish any earlier. As a result, his finish was never officially recognised and the team returned to the factory with just the moral victory.

VRS PASSION BEGINS: FROM BICYCLES TO VICTORIOUS MOTORCYCLE RACERS

VRSICONS

Narcis Podsedníček: L&K’s first official factory rider and unofficial winner of the 1901 Paris-Berlin race

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Having started racing while still at school, Vondrich became the first L&K factory rider to be hired to ride for the brand. A skilled racer and talented engineer, Vondrich started out as an L&K customer – buying roadgoing motorcycles and turning them into racing machines.

The terms of his factory contract were a world away from the multi-million pound deals of today. In return for risking life and limb on one of their motorbikes, Laurin and Klement gave Vondrich a third-class rail ticket, a daily allowance of 10 Czech crowns (around 30 pence) and 20 crowns (60p) start money for each race he was entered for. A bonus of up to 200 crowns (£5) was payable for any race wins.

Fortunately for Vondrich and his bank account, the L&K bikes he rode were easily the class of the field, coasting to countless victories. He became a Czechoslovakian hero and a close personal friend of Vaclav Klement who rewarded Vondrich with a senior position in the firm after retiring from racing. He died in February 1943, aged 69.

VACLAV VONDRICHMoustachioed hero who rode for his train fare home

HEROESOF

VRS


Factory aces Otto Hieronimus (left) and Alexander Kolowrat pose in an early publicity shot for the team’s latest L&K FCS racer. Otto’s mind

clearly on other matters...

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1909 L&K FCR and FCS

The early 1900s were exciting ones for Laurin and Klement. Having successfully floated their company and gained much-needed investment, the pair accelerated their car production plans. As part of their expansion, the pair hired Otto Hieronimus – a design genius and passionate racer. Although he was only 28 years old, he persuaded Laurin and Klement that a racing programme was essential, and set about building a makeshift competition department. By 1909, the factory had created three racers: the FC, FCS and FCR - all of which were based on L&K’s ‘F’ chassis.

The 1908 FC featured a 2.4-litre, four-cylinder side valve engine, while the FCS took the development even further with an overhead value system and capacity options of 1,994, 2,439, 2,940 or 3,486cc. The 1909 FCR – of which only two were built – represented an even more extreme evolution thanks to its 5.7-litre engine and streamlined bodywork that earned itself the dubious nickname; ‘The Coffin’. Laurin and Klement vehicles celebrated their first race victories in the Zbraslav-Jíloviště hillclimb race in March 1908, where the brand won six categories and finished second in five other classes and third in yet another one.

Although the madcap FCR continued the winning trend, the sport was rapidly becoming a victim of its own success. With few organising bodies in existence, every event had a different set of rules, many of which were influenced by manufacturers looking to score victories for their particular product. What’s more, machines like the FCR had almost nothing in common with Laurin and Klement’s roadgoing models – limiting the marketing potential significantly.

Despite this Laurin and Klement continued its motorsport programme, focusing on hillclimbs and longer, pan-European tours that put an emphasis on reliability and endurance. Campaigning the formidable FCR, Hieronimous and Count Alexander Kolowrat regularly topped the time charts, setting new speed records on virtually every race they entered.

ON FOUR WHEELS - SUCCESS AT EVERY LEVEL

VRSICONS

The 5.7-litre FCR – dubbed ‘The Coffin’ pictured in front of an L&K showroom in Mladá Boleslav

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Endearingly nicknamed ‘Count Kilowatt’ for his energetic personality, Kolowrat was instrumental in L&K’s first forays into the world of motorsport. A spectacularly quick rider and driver, Kolowrat entered his first races under a pseudonym to detract attention from his title, but reverted to his real name when he caught the attention of Laurin and Klement.

An Alpine Rally specialist, Kolowrat took L&K cars to victory in 1910, 1912, 1913 and 1914 – providing the brand with positive coverage and exposure all over the world.

At the age of just 24, Kolowrat became a member of the then ten-member Board of Directors for Laurin and Klement in Mladá Boleslav and was paid handsomely for his ability behind the wheel. Working alongside fellow racer and L&K employee Otto Hieronimus, he masterminded L&K’s motorsport programme – persuading the founders to increase their commitment to performance and racing.

Kolowrat retained his stake in the company even after the First World War – at that time he was already a citizen of former Czechoslovakia. Following his marriage to Russian Princess Sophia Trubetskaya, he abandoned his racing career and dedicated his professional life to cinematography, working from then on with legendary stars like Marlene Dietrich.

COUNT ALEXANDER KOLOWRATAristocratic racer who steered the brand to a sporting future

HEROESOF

VRS

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1936 Popular Sport Monte Carlo

Recapturing the spirit of success that Laurin and Klement had enjoyed before the outbreak of World War One was no easy task. The hostilities curtailed all-but essential production up to the early 1920s, and while the racing world soon bounced back after the war ended in 1918 – there was little appetite or budget for more competition at Mladá Boleslav – and factory efforts were few and far between.

Indeed, it wasn’t until the mid 1930s that Laurin and Klement actively renewed their passion for performance and sport. Following the 1925 merger with Pizen Skodovka, the newly-created ŠKODA Auto company set about rebuilding its range from a completely redeveloped Mladá Boleslav.

Key to brand’s resurgence – and return to the sporting arena – was the Popular. Groundbreaking at the time, it pioneered a host of design and engineering features, including a strong backbone tube chassis that gave it exceptional rigidity and low weight (650kg). The Popular transformed ŠKODA’s fortunes and showed that the future of the brand lay with beautifully engineered small cars rather than ostentatious large ones.

The Popular’s affordability persuaded factory management to return to the world of performance and motorsport. In 1936, ŠKODA entered the Monte Carlo Rally with a Popular – modified with 1.4-litre engine and three-speed gearbox borrowed from the larger Rapid model. With

SETTING THE TEMPLATE FOR A FUTURE GENERATION OF SPORTING ŠKODAS

VRSICONS

ŠKODA’s engineering skills made the Popular a strong, reliable and fast package. Monte Carlo model celebrated the brand’s remarkable performances on the 1936 rally

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Available in roadster and coupé forms, the Monte Carlo specials were forerunners of today’s vRS-

badged models and gave buyers the opportunity to enjoy motorsport-inspired features on the road

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2 0 Y E A R S O F Š K O D A V R S1 5 Y E A R S O F Š K O D A V R S

34PS on tap and two fuel tanks to assist with the long stages, Zdeněk Pohl and Jaroslav Hausman steered their Popular to a remarkable second place in class – a result that made headlines around the world.

To celebrate, the brand introduced a range of special editions under the name of ŠKODA Popular Sport Monte Carlo, 70 of which were built between 1936 and 1938 as roadsters and streamlined coupés. Forerunners of today’s vRS-badged models, they gave buyers the opportunity to sample motorsport-derived features in road car form.

Thanks to its giant-killing performances, the Popular quickly became the best-selling automobile in Czechoslovakia. From 1934 to 1946, ŠKODA sold more than 20,000 Popular models, of which a remarkable 6,000 units were exported to 50 other countries within Europe and further afield, including China, India, as well as several African and South American countries. One major reason for the Popular’s great appeal was its superior reliability. This was proved numerous times in the late 1930s thanks to a series of high-profile long distance drives that saw owners tackle arduous journeys with the backing, encouragement and marketing clout of the factory.

Then, just as ŠKODA was beginning to emerge as Eastern Europe’s biggest and most innovative car brand, war intervened yet again. This time, however, the brand’s road to recovery would be significantly longer…

The taste of victory. ŠKODA’s giant-killing act on the 1936 Monte Carlo rally made headlines around the world. The celebratory Sport Monte Carlo models were the vRS models of their day

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Due to the considerable number of pipes in the 966’s engine compartment, the supercharged

version was also known as “the gasworks” among mechanics and owners

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1950 966 Supersport

Having completely rebuilt the Mladá Boleslav factory and restarted car production from scratch, ŠKODA was in no position to embark on a motorsport programme in the mid 1940s. With the firm now firmly under communist government control, ŠKODA was no longer calling the shots when it came to sporting activities.

By 1949, however, ŠKODA’s recovery was in full swing. Output from the factory was becoming stronger and a small competition department was allowed to start work on a limited programme. Although deprived of budget and resources, ŠKODA’s engineers quickly worked up a plan to build a powerful lightweight supersport model based on existing components. Using a modified 1101 Tudor chassis, ŠKODA built a 1101 Roadster for the 1950 Le Mans 24hr race. Despite leading their class after 12 hours, engine failure late in the race cruelly deprived the brand of a landmark result.

However, the Le Mans performance gave ŠKODA a renewed passion for competition, and the factory quickly turned its attentions to building a new racer. The end result was the 966 Supersport – an ingenious car that combined the chassis of a standard Tudor, modified overhead valve engines and a distinctive cigar-shaped aluminium body. Built to be entirely road legal, they featured removable headlights and mudguards that owners could unbolt when at the track and then re-attach when back on the road. Two engine options were offered: a 1.1-litre normally aspirated unit, and a 1.5-litre supercharged unit.


SETTING THE TEMPLATE FOR A FUTURE GENERATION OF SPORTING ŠKODAS

VRSICONS

Although based on the chassis of the utilitarian Tudor saloon and powered by a 1.1-litre engine, the 966 proved quick enough to take on the best in the 1950 Czech Grand Prix

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The 996 Supersport made its debut at the Grand Prix of Czechoslovakia on 24 September 1950 and took factory driver Miroslav Fousek to second place in the 1100cc category.

Over the course of the following year, ŠKODA worked hard to improve performance. The 1.1-litre version gained an aluminium cylinder head with hemispherical combustion chamber and twin carburettors, while the supercharged variant gained a second compressor to boost power output still further. Thanks to the updates, the new 1.2-litre version produced 90PS while the supercharged unit had an output of 180PS – a figure that made it the most powerful ŠKODA ever built. Due to the considerable number of pipes in the engine compartment, the supercharged version was also known as “the gasworks” among mechanics and owners.

With rivals building ever quicker cars, ŠKODA introduced another round of engineering updates for the 1953 season. A condenser was placed in front of the compressor to improve the cooling of the supercharged version while the aerodynamics were improved by the lowering of the radiator grille and making the suction opening more oval. In the autumn of 1953, Václav Bobek achieved a new speed record of 122.9mph in the twin supercharged version, making the ŠKODA 966 Supersport the fastest car in Czechoslovakia at that time.

The light fantastic: later supercharged versions of the 966 Supersport generated 180PS – enough to secure ŠKODA a new land speed record in 1952

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1974 180RS and 200RS

Keen to build on the competition success of its rear-drive platform, ŠKODA seized the opportunity to develop a high performance version of its sleek 120R Coupe that had joined the road car line-up four years earlier.

Although the motorsport division was still something of an ‘after-hours’ operation with even senior members of the team having to work on the road car production lines when demand was high, the 180RS and 200RS prototypes were incredibly advanced machines. Designed and built in just six months, both models were based on heavily modified 120R Coupe shells. To improve aerodynamics and lower the centre of gravity, the roofline was chopped by 75mm while the body was reduced in height by a further 50mm. The result was a strikingly sleek package that perfectly showcased ŠKODA’s design and engineering skills.

While ŠKODA had previously competed in small engine capacity classes, the 180RS and 200RS represented a huge step forward in terms of power and performance. The 180RS was powered by a 1,771cc four-cylinder engine that produced around 155PS, while the 200RS featured a 1,997cc unit that produced around 163PS. Both tipped the scales at a measly 850kg – further boosting their power to weight ratios. According to early factory tests, the 200RS could easily sprint to a top speed of 130mph – a figure more than high enough to see off the competition.

And it wasn’t just the engines that made the 180RS and 200RS models something special. Both featured a new trailing arm rear axle that delivered considerably improved handling at high speeds (and later found its way

THE CARS THAT INTRODUCED THE RALLY SPORT ‘RS’ BADGE TO THE WORLD

VRSICONS

Wild thing: ŠKODA’s 180RS and 200RS models showcased Mladá Boleslav’s design and engineering skills

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According to early factory tests, the 200RS could easily sprint to a top speed of 130mph –

a figure more than high enough to see off the competition


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Fire-breathing 2.0-litre engine ensured savage performance to anyone brave enough to take the wheel. Chopped-down, ultra lightweight body looked the part and kept the centre of gravity low

into ŠKODA’s roadgoing models), along with an advanced five-speed transmission that had been developed and supplied by Porsche.

Both models made their official debut at the Barum Rally in Czech Republic in June 1974 when ŠKODA entered two 200RS models and a 180RS. And while their first appearance didn’t go exactly to plan with all three cars retiring before the end, it wasn’t long before the ŠKODA RS prototypes started to rack up impressive results.

Designed to compete within the FIA’s Group 5 classification - which had no minimum production run requirement for homologation - ŠKODA’s plan to further develop the 180RS and 200RS was derailed when the category was outlawed in 1975. The FIA decreed that rallying should have its own categories and focus more on production based models – a decision it would reverse seven years later with the introduction of Group B.

Despite the blow, the RS project had provided ŠKODA’s competition department with a huge amount of knowledge and experience – along with a string of race, rally and championship wins. By mid-1975, much of this had been distilled into the less striking but equally capable 130RS. And although it took another year before ŠKODA was able to gain homologation for its latest firebrand, the 130RS would go on to become one of the most decorated competition cars of its era…


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In the modern era of superstar racing and rally drivers, John Haugland would undoubtedly be one of motorsport’s most recognised and revered talents. The Norwegian first sat behind the wheel of a ŠKODA at the age of ten and honed his car control skills on the forest tracks of his homeland.

Years later, a chance meeting with Norway’s ŠKODA importer led to an introduction to the factory team in Mladá Boleslav who gave the youngster the chance to join the works team.

Put simply, nobody could drive a ŠKODA like John Haugland. It wasn’t just raw speed that marked him apart. Having learned at an early age that hard driving usually resulted time-consuming repair jobs (often with a shortage of spares), Haugland perfected a smooth style that was easy on the car yet brutally fast.

Having headlined ŠKODA’s works efforts through the late 1960s, Haugland briefly left the team in the 1970s - lured by the prospect of more power and the chance to drive something different.

Yet despite achieving success with the likes of Leyland and Datsun, his heart never left Mladá Boleslav and he returned to the marque in 1978. During his 20 year ŠKODA career, he scored more than 100 class wins, including 17 consecutive class victories on the RAC rally.

Today, Haugland runs a highly successful winter rally school in Norway. His students include former world rally champions Richard Burns and Petter Solberg.

JOHN HAUGLANDNorwegian driving legend who became ŠKODA’s most successful rally driver

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HEROESOF

VRS

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The 130 RS weighed in at only 720kg, yet had a power output of 140PS. As a result, the 130RS

enjoyed a higher power to weight ratio than the current Octavia vRS 220PS

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1975 130RS

The 130RS occupies a very special place in ŠKODA’s sporting history. Based on the platform of the simple rear-engined 110R, the 130RS became the brand’s most successful competition car ever. Developed using ideas and engineering features introduced on the brand’s 180RS and 200RS competition prototypes, the 130RS brought ŠKODA back to the small capacity classes and forged a strong link between the brand’s competition activity and its road car range.

A true lightweight, the ŠKODA 130 RS weighed in at only 720kg, yet had a power output of 140PS. As a result, the 130RS enjoyed a higher power to weight ratio (194PS/tonne) than the current Octavia vRS 220PS (160PS/tonne).

To help achieve its lightweight frame, the roof, bonnet and the outer shell of the doors were formed from aluminium while the wings and engine cover were made from fibreglass. At the front, the 130RS used the front axle from the 200RS, while the trailing arm rear axle was designed from scratch.

Despite its modest capacity – just 1,289cc – the 130RS packed a mighty punch. With overhead valve control, twin Weber carburettors and dry sump lubrication, the 130RS was packed with competition-derived technology. The specification also included an aluminium cylinder and crankcase that delivered further weight savings. Initially offered with a five-speed transmission, later versions were equipped with a four-speed unit following a change in regulations.

The 130RS was a star almost immediately. Despite an agonising 12 month wait for homologation formalities to be completed by the factory and the FIA, the 130RS’s light weight, punchy engine and agile handling made it the perfect race and rally car. Even before it could officially compete on international events, factory-entered 130RSs took first, second and third on the Czechoslovak Peace and Friendship Cup rally of 1975.

THE FIRST ROAD-GOING ŠKODA RS - STARTING A PASSION FOR PERFORMANCE THAT CONTINUES TO THIS DAY

VRSICONS

The car that started the RS legacy. 130RS was light and simple yet devastatingly effective in the right hands


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Affectionately dubbed the ‘Porsche of the East’, the 130RS became ŠKODA’s most successful competition car, winning the European Touring Car Championship in 1981

Once officially homologated in 1976, ŠKODA 130 RS caused a stir on the national and international rally scene. The car took its first Czech victories in the debut season of 1976 but it was the 1977 Monte Carlo rally where the 130RS made headline news with a double victory in its class. The factory team followed up with another international class win in Rally Sweden later the same season, recorded an incredible victory on the 1978 Acropolis rally and dominated the 1980 Barum Rally, taking positions one to five.

Over the following years, the 130RS recorded numerous wins in circuit races and rallies across Europe. Arguably its greatest triumph came in 1981 when, against all odds, ŠKODA clinched the European Touring Car Championship title. Having finished third overall the previous year, factory aces Bratislav Enge and Zdeněk Vojtěch stormed to overall victory, seeing off rivals BMW, Ford and Audi to take top spot.

The 130RS’s success at international level ended in 1983 when its homologation period expired. With few resources to develop a replacement and new rules that favoured manufacturers with higher engine capacities, ŠKODA’s winning streak came to an end. Although the factory continued its rallying programme with the 130PS 130LR model – and enjoyed moderate success with heroes such as John Haugland at the wheel – the glory days of the 130RS were over.

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1999 Octavia WRC

ŠKODA entered the World Rally Championship at the top level for the first time in 1999 with the Octavia WRC. Developed in-house at Mladá Boleslav, it showcased ŠKODA’s engineering skills and was yet another example of the brand’s growing confidence following the merger with the Volkswagen Group some three years earlier.

While ŠKODA was no stranger to rally silverware, it had generally recorded victories in categories that traditionally drew little attention from television and other media. The Octavia WRC programme marked the start of a different approach – one that would put the Octavia on the radar of millions of motorsport fans around the world. Under the FIA’s new rules for WRC cars, manufacturers no longer needed to have a four-wheel-drive or turbocharged engines in their road-going variants in order to build a WRC car. This provided ŠKODA with a fantastic opportunity to compete at the sport’s highest level without having to invest millions to build a series of homologation specials for road use.

In some respects, the Octavia was a unusual choice for a WRC car. Although it formed the central pillar of ŠKODA’s renaissance in the European car market, it was longer, wider and heavier than almost all its key WRC rivals and (at the time) was better known for its solid build and great value than its sporting ability. The factory also had no other option as the forthcoming Fabia was too short for the regulations at the time.

Yet despite this, the Octavia WRC proved to be every bit as competitive as ŠKODA and its legions of fans had hoped. The most advanced competition car ever built at Mladá Boleslav, the Octavia WRC was powered by a turbocharged 2.0-litre engine that developed 300PS and 520Nm of torque. The only car in the class to have a 20 valve engine, the Octavia’s drivetrain consisted of a six-speed sequential gearbox driving through a full-time four-wheel-drive system.

TAKING ON THE WORLD WITH THE MOST ADVANCED COMPETITION CAR EVER CREATED AT MLADÁ BOLESLAV

VRSICONS

Despite its generous dimensions, the Octavia WRC proved to a remarkably quick package – especially on gravel and snow

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Although the top step of the podium eluded the mighty Octavia during its four-year campaign,

it departed the WRC having won ŠKODA millions of new fans around the world


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Whether it was in the frozen forests of Sweden or the baking heat of Kenya, the Octavia WRC was always a crowd-pleaser

Although the Octavia’s WRC programme got off to a shaky start on the 1999 Monte Carlo Rally – Armin Schwarz broke down on the way to the start and Pavel Sibera retired before reaching the first service area – the pace of development at Mladá Boleslav was remarkable. By the end of ŠKODA’s debut season in the WRC, the Octavia was reliable and fast with Belgian Bruno Thiry recording the team’s best result of the year with a fourth place finish on Rally GB.

The Octavia WRC’s brightest season was 2001, when against strong opposition Armin Schwarz came within split seconds of a podium in Monte Carlo, after an event long fight with Francois Delecour. Schwarz eventually managed the podium on the Safari rally, further underlining the Octavia’s reputation for being a tough and reliable car.

ŠKODA officially retired the Octavia WRC in 2003 and announced that itssuccessor would be the smaller, lighter and more agile Fabia WRC. And, although the top step of the podium eluded the mighty Octavia during its four-year campaign, it left the rallying scene having won ŠKODA millions of new fans around the world.


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Colin McRae needs no introduction. One of the few rally drivers who became bigger than the sport, the 1995 World Champion enjoyed recognition around the world and is widely regarded as one of the most gifted drivers ever to grace the world rally championship. Even if you knew nothing about rallying, you knew the name Colin McRae.

In 2005, having failed to secure a drive the previous year, McRae found himself facing a second year out of the championship that had made him a household name. Although a race at Le Mans and an entry on the Dakar had kept him in the sporting headlines in 2004, McRae was keen to get back to the WRC for 2005.

ŠKODA Motorsport seized the opportunity to put the Scotsman into the new Fabia, which was enjoying its first full season in the WRC. With German Armin Schwarz already under contract for the full season, ŠKODA built a second car for McRae and offered him two drives on Wales Rally GB and Rally Australia.

In Australia, McRae up to third overall with just a handful of stage miles to go on the final day. In a season where the Fabia had struggled to make an impact in the top ten, ŠKODA was suddenly looking at matching its best ever result at rallying’s highest level.

Fate, however, was to intervene. At the final service, the team chose to make a precautionary clutch change – a routine procedure that should have taken a matter of minutes. But disaster struck during the switch and despite the best efforts of the mechanics, the team couldn’t get the car running in time to compete the final stages.

ŠKODA’s dream was over along with McRae’s hope of a return to the WRC podium. And while the bitter disappointment was hard to take for McRae and the team, the Scotsman had proven the Fabia’s potential and written another amazing chapter in ŠKODA’s motorsport history.

COLIN McRAEFlying Scotsman who so nearly took ŠKODA to the top step of the WRC podium

HEROESOF

VRS


The vRS didn’t just represent the introduction of a new model to the Octavia range, it also marked

the return of the famous RS nameplate – the brand’s iconic sporting badge

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2001 Octavia vRS Mk1

In 2001, some four years after the brand had successfully introduced the Octavia in the UK, came the next step in ŠKODA’s ambitious expansion plan. The Octavia vRS marked a bold step forward for ŠKODA and typified the vision, confidence and aspirations of the brand. And with the Octavia WRC wowing millions of spectators and television viewers in the World Rally Championship, the decision to create a roadgoing version made complete sense.

The vRS didn’t just represent the introduction of a new model to the Octavia range, it also marked the return of the famous RS nameplate – the brand’s iconic sporting badge proudly worn by ŠKODA’s greatest and most successful competition cars of the 1970s and 80s.

Launched to the world’s media at the Hungaroring Grand Prix circuit in Hungary in 2001, the Octavia vRS won the hearts of the press – who were quick to praise the car’s poise, performance and incredible value. Riding on a bespoke chassis fine-tuned by ŠKODA’s motorsport division at Mladá Boleslav and equipped with a 180PS, 1.8-litre turbocharged engine, the vRS was the fastest and most powerful production ŠKODA at the time, and proved to be a huge hit with UK buyers.

The vRS’s appeal was simple yet effective. Its 180PS engine offered huge reserves of torque from low revs and worked beautifully with the standard six-speed manual transmission. 0-62mph could be dispatched in less than eight seconds, while in-gear flexibility gave it an agility that belied its size.

While the motoring media was quick to mark the vRS out as a performance car bargain, its appeal was more than just financial. No comparable rival could match the Octavia’s practicality, passenger space and vast boot. With 500 litres of space, and seats for five, the Octavia distinguished itself as a true everyday performance car.

THE CAR THAT BROUGHT ŠKODA BACK TO THE SPORTING ARENA

VRSICONS

Space race: by offering an estate version of the Octavia vRS, ŠKODA opened up hot hatch ownership to a whole new market


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It also looked the part, thanks to a design package developed with ŠKODA’s motorsport department. Inspired by the Octavia World Rally Car being campaigned by the ŠKODA Motorsport vision, the production version featured deeper front and rear bumpers, side sills and a rear spoiler. The vRS also sported 17-inch wheels, and stainless steel exhaust finishers. Completing the look were brake calipers painted in ŠKODA’s famous rally green.

As with the latest generation of Octavia vRS models, performance didn’t come at the expense of comfort. Inside, the Mk1 vRS featured part-leather seats, a leather-wrapped steering wheel and air-conditioning. Xenon headlights, parking sensors and ESP traction control were available as options.

The first-generation vRS provided a constant link to the brand’s ongoing competition efforts. With the Octavia WRC wowing rally fans around the world, ŠKODA produced a limited run of WRC replica models. Although the road-going versions lacked the 300PS and four-wheel-drive systems of the rally version, it featured a similar livery and came with a host of extras including ESP, xenon headlights and heated seats.

The Octavia vRS also proved popular with the emergency services - starting a relationship that continues to this day. A number of forward-thinking Police forces used the Octavia vRS as an unmarked car – using them primarily for motorway duties. It’s a fair cop: even the Police appreciated the

amazing value for money and lively performance of the first-generation Octavia vRS


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2003 Fabia vRS Mk1

While the first-generation Octavia vRS set the template for modern era performance ŠKODAs, it was the Fabia vRS that took the brand into the mainstream. Ironically, it did so with a car that took threw the hot hatch rulebook out of the window.

In a market where all its rivals offered athletic three-door frames and high-revving petrol engines, the Fabia vRS powered onto the scene with a practical five-door body and a punchy yet frugal 1.9-litre TDI engine. The combination proved to be a remarkably effective one – especially with UK buyers, who took the Fabia vRS to their hearts. Indeed such was its popularity that demand comfortably outstripped supply in the first two years of production.

What really marked the Fabia vRS apart from the hot hatch crowd was its engine. Although already available in the larger Octavia, the combination of shorter gear ratios and the Fabia’s much lighter frame (1,300kg) gave the new unit a completely different character – one perfectly suited to British back roads. But although its 0-62mph time was respectable at just 9.2 seconds, it was the Fabia’s in-gear flexibility that gave it the edge over rivals. With a torque output of 310Nm (more than a Porsche Boxster at the time), the Fabia vRS delivered a seamless surge power throughout the rev range.

But that wasn’t the Fabia’s only secret weapon. Capable of returning an incredible 53.3mpg on the combined cycle, the vRS was a hot hatch with the fuel consumption of a city car – and allowed owners to enjoy exceptional performance with no penalty at the pumps.

ŠKODA RIPS UP THE HOT HATCH RULEBOOK

VRSICONS

Are you sitting comfortably? Owners travelled with pace, grace and space in the mould-breaking Fabia vRS

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While many of ŠKODA’s rivals were offering stripped back models with only very basic

specifications and equipment, the Fabia vRS treated its occupants to a first class ride

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As with the Octavia, the Fabia also had a famous sibling competing in the World Rally Championship. After four years campaigning the Octavia WRC, ŠKODA Motorsport switched to the Fabia WRC in 2003 - and started a tradition that continues to this day with the current Fabia R5. With 300PS, four-wheel-drive and a more compact frame than the Octavia, the Fabia WRC was the first supermini-sized WRC car to compete in the category – and created a template that all rivals would eventually follow. Such was the promise and performance potential of the Fabia WRC that it attracted a host of star names – including 1995 World Champion, Colin McRae.

The Fabia also continued to refine what the vRS badge represented. While many of ŠKODA’s rivals were offering stripped back models with only very basic specifications and equipment, the Fabia vRS treated its occupants to a first class ride. The sports seats – strikingly designed with contrasting black and grey fabric – were supportive and offered long-distance comfort, while central locking, electric windows and air-conditioning meant that the vRS was the ultimate no-compromises hot hatch. Today, the first-generation Fabia vRS enjoys a loyal following and occupies a special place in the history of the hot hatch. Although the concept of a sporty diesel is a common one in 2016, it was the Fabia vRS that set the template. The Fabia vRS also remains a highly sought-after model on the used market – particularly with the tuning and modifying community – and is widely regarded as a future classic.

With 130PS and more torque than a most sports cars could muster, the Fabia vRS delivered exceptional in-gear flexibility


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Powered by a new 2.0-litre TSI engine linked to a six-speed manual transmission, it became

the first production ŠKODA to offer a power output of 200PS

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Building on the success of the first model and the arrival of a Fabia version, the second-generation Octavia vRS arrived in the UK in 2005. Unlike its predecessor, which was introduced at the end of the product cycle, the new version was designed to be part of the range right from the start. As a result, the vRS version was in showrooms little more than 12 months after the standard model had made its debut.

For the first time, the vRS was developed to be a small range of its own – confirming ŠKODA’s commitment to the brand. Built on an all-new platform and displaying a smoother, more refined appearance, the first variant to break cover was the hatch. Powered by a new 2.0-litre TSI engine linked to a six-speed manual transmission, it became the first production ŠKODA to offer an output of 200PS. Just as importantly, torque was up considerably (280Nm), making it feel even quicker on the open road.

Now capable of dispatching the 0-62mph sprint in just 7.3 seconds, the Octavia vRS was a genuine performance package capable of mixing it with some of the most respected names in the hot hatch arena.

Furthering the vRS’s appeal was the availability once again of an estate version – which went on sale at the same time as the hatch. With a vast 560-litre boot and enough space to fit five in complete comfort, the load-lugging version was an instant hit with buyers. Indeed, it proved so popular that the Estate model accounted for over 70 per cent of second-generation Octavia vRS sales during its production run.

MORE POWER, MORE SPACE, MORE FUN

VRSICONS

ŠKODA turned up the heat with the introduction of the second-generation Octavia vRS – breaking the 200PS output barrier for the first time


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In terms of design, the vRS combined motorsport-inspired touches with luxury to create a purposeful look. The Octavia range received a substantial design facelift in 2009, when the vRS model gained even more features including LED daytime running lights and improved aerodynamics.

Inside, vRS models enjoyed all the same features as the standard Octavia but added a number of special elements to mark them out from the rest of the range. These included figure-hugging, sports seats finished in silver and black trim, a three-spoke, leather-wrapped sports steering wheel and aluminium-effect trim on the instrument panel and doors. Black rooflining and a sporty leather covered gearknob completed the design package.

Having already broken the hot-hatch rulebook by offering an estate version, ŠKODA went one better in 2006 with the introduction of a diesel variant. With the diesel-powered Fabia vRS enjoying record sales and critical acclaim from the world’s motoring press, the decision to add a 170PS 2.0 TDI option to the Octavia vRS range helped ŠKODA broaden its appeal even further.

Although the 2.0 TDI offered less outright power than the petrol version, it delivered significantly more torque (350Nm vs 280Nm) which helped give it a remarkable in-gear flexibility. And with fuel economy of 49mpg on the combined cycle and low CO2 output, the diesel-powered vRS made sense on every level.

Clever details continued to mark the vRS out from the crowd. As with the original, value for money was unrivalled


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2008 Fabia S2000

ŠKODA returned to rallying in 2008 with the Fabia S2000. While the brand’s WRC programme had given ŠKODA valuable exposure around the world, the time was right to concentrate on the sport’s ultra-competitive second tier, Super 2000 category. With the WRC enduring a dip in popularity following the withdrawal of a number of big names, the new television-friendly Intercontinental Rally Challenge (IRC) provided a perfect battleground for the sport’s newest and most exciting rally cars.

Until the R5 model was unveiled in 2015, the Fabia S2000 was the most advanced car competition ever built by ŠKODA. Hand crafted in a process that took 300 hours, the S2000 was based on a roadgoing body shell heavily modified with lightweight panels, wider track (by 178mm) and a sophisticated roll cage structure that gave the frame exceptional rigidity and provided protection for the crew.

Under the bonnet, the Fabia S2000 featured a 2.0-litre, normally aspirated engine built by French motorsport specialist ORECA. The gearbox – a six-speed sequential unit that delivered drive the road via two mechanical differentials – was supplied by British firm Xtrac.

With an output of 265PS and kerb weight of 1,200kg, the Fabia S2000 was 118kg lighter and delivered 87PS more than the road-going Fabia vRS. It also featured sophisticated, multi-adjustable Reiger suspension system that replaced the torsion bar rear axle with a multi-link design that offered even greater wheel control at speed.

THE MOST SUCCESSFUL RALLY CAR OF THE SUPER 2000 ERA - AND STILL A WINNER AROUND THE WORLD

VRSICONS

Strong, fast and brutally effective on loose surfaces, the Fabia S2000 is still winning events – eight years after its first appearance


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Designed to compete against the likes of Peugeot, Fiat and Ford – all of whom had created supermini-based S2000 cars – the Fabia quickly established itself as the fastest and most competitive packages. Driven by a succession of rising stars including Andreas Mikkelsen and Juho Hanninen, the Fabias always provided a spectacle for spectators and television viewers.

The Fabia S2000 took 27 outright wins in the IRC, three IRC Manufacturers’ title from 2010-2012 and 22 victories in the European Rally Championship (ERC). It has also won numerous national rallies and championship and remains one of the most competitive 2.0-litre rally cars available – some eight years after its introduction.

Key to the Fabia S2000’s amazing success was the clear link to the product. ŠKODA fans wanting to experience some of the thrills of the rally version could either choose the second-generation Fabia vRS (complete with twincharged engine and paddle-shift gearbox), or – if they had a more substantial budget – order a fully road-legal Fabia S2000 direct from ŠKODA Motorsport in Mladá Boleslav. Such was the speed, reliability and quality of the factory-built Fabia S2000 that ŠKODA Motorsport sold more rally cars to privateer drivers and teams than any other manufucturer competing in the category.

ŠKODA replaced the S2000 in 2015 with a new model based on the third-generation Fabia. Built to compete in rallying’s R5 category for 1.6-litre turbocharged cars, the Fabia R5 has continued ŠKODA’s winning streak and has already scored notable wins in the WRC2.

The flying squad: in the hands of emerging drivers such as Andreas Mikkelsen, the Fabia S2000 was a winner around the world

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2010 Fabia vRS Mk2

Launched in 2010, the second-generation Fabia vRS delivered more power, more space and more choice to buyers. Closely related in terms of design to ŠKODA’s dominant S2000 rally car, the Fabia vRS Mk2 delivered a sportier and more focused driving experience than its ground-breaking predecessor.

Externally, second-generation vRS models were marked out by a rear spoiler, deeper front bumper with integrated LED lights, 17-inch ‘Gigaro’ alloys and trademark red brake callipers. Twin exhausts and tinted windows further enhanced the sporty feel, while the availability of a contrasting roof colour (white or black) along with white, dark chrome and black alloy wheel finishes, meant that customers could personalise the look of their car like never before.

But it was underneath the bonnet where the second-generation Fabia really marked itself apart from the Mk1. Gone was the 1.9-litre turbodiesel, replaced by a state-of-the-art 1.4-litre petrol engine that featured both a turbocharger and a supercharger to deliver maximum performance across the rev range.

With 180PS on tap, the new 1.4-litre TSI unit was the most powerful engine ever offered in a production Fabia, and could propel the vRS from 0-62mph in just 7.3 seconds. Peak torque of 250Nm was available between 2,000 - 4,500 rpm, with more than 200Nm delivered between 1,250 - 6,000 rpm. This feat of power and efficiency was achieved by using direct fuel injection and dual-charging via a turbocharger and a mechanical supercharger.

MOTORSPORT-INSPIRED HATCH THAT PUT TECHNOLOGY TO THE FORE

VRSICONS

The second-generation Fabia vRS introduced more tech, improved comfort and more intricate detailing

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Fabia vRS Mk2

With 180PS on tap, the new 1.4-litre TSI unit was the most powerful engine ever offered in a

production Fabia, and could propel the vRS from 0-62mph in just 7.3 seconds

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The supercharger and turbocharger worked hand-in-hand to provide seamless power delivery across the engine’s rev range. The mechanically-driven supercharger supplied the combustion chambers up to engine speeds of 2,400rpm when the engine was under part load. Under full load it uncoupled at a maximum of 3,500rpm. By this point the exhaust-driven turbocharger had reached its full effectiveness and continued to boost the engine in the higher rev range.

And it wasn’t just the twin-charged engine that gave the Fabia vRS a motorsport feel. A seven-speed DSG twin-clutch transmission was fitted as standard, offering drivers the opportunity to flick paddles to change up and down the gearbox. Measuring only 369mm in length and weighing only 79kg including the dual-mass flywheel, the gearbox was remarkably light and compact.

Naturally, the rest of the Fabia vRS’s dynamic package was tuned to deliver a sportier drive. Changes to the power steering system resulted in sharper, more direct responses, while stiffer dampers and firmer rear axle springs gave the car even greater stability through corners. The ride height was also reduced by 20mm to lower the centre of gravity.

The vRS was also fitted with an innovative XDS electronic differential as standard. One of the first small cars to offer this advanced technology, the XDS system improved cornering traction by braking the inside front wheel when accelerating through corners, transferring torque to the outside wheel.

Production of the Fabia vRS ended in 2014 ahead of the introduction of the third-generation Fabia. At the same time, ŠKODA opted to continue vRS development with the Octavia range and began a programme that would result in the largest range of vRS products in the brand’s 15 year history.

Performance in this direction... the Fabia vRS’s advanced 1.4-litre TSI ‘twincharged’ engine used a turbocharger and a supercharger to deliver seamless power to the road


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2011 Octavia vRS Bonneville

The vRS story has enjoyed many highlights over the years, but few vRS-badged models have enjoyed quite as much exposure or grabbed as many headlines as a 2011 Octavia model that took a British team to a new Land Speed Record.

Built to celebrate the 10th anniversary of the vRS badge in the UK, the Octavia vRS Bonneville special registered a Southern California Timing Association (SCTA) sanctioned speed of 227.080 mph on Utah’s legendary Bonneville Salt Flats.

Although based on a production Octavia vRS 2.0 TSI, the Bonneville Special was modified extensively for the record attempt. However, the development team from ŠKODA UK were only able to change or alter a certain number of components in order to qualify as a production car. Adding to the challenge was the fact that the Octavia’s 2.0 TSI engine was so new at the time that very few motorsport or high-performance upgrades were available from external suppliers.

Working to an almost impossibly tight deadline, the car was built at ŠKODA UK headquarters. The injection system was substantially modified to deliver more fuel (methanol) to the engine, while the cooling system benefited from the installation of a 10-litre radiator. The transmission was also altered with a different gearbox (taken from an Octavia GreenLine) installed to deliver a higher top speed.

Among the more unusual features created for the Bonneville Special was a parachute braking system. With the salt surface of the track offering little grip for conventional hub-mounted brakes, the team removed the car’s front discs and calipers and replaced them... with a parachute – operated by a lever in the cabin. This had the added advantages of removing drag, unsprung weight and friction.

Driven by British motoring journalist Richard Meaden, the Octavia broke the 200mph barrier on six occasions throughout the 2011 Bonneville Speed Week. The Octavia’s record breaking runs consisted of two official runs of five-mile course at 225.513 mph on Thursday 18 August, and a return run at 228.647 mph on Friday 19 August.

The record set by the Octavia vRS stood for seven years.

THE FASTEST ŠKODA EVER - TAKING VRS TO OVER 200MPH

VRSICONS

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With the salt surface of the track offering little grip for conventional hub-mounted brakes, the

team removed the car’s front disks and calipers and replaced them... with a parachute


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Available with the broadest range of body styles, engines, transmissions and drive layouts in the

brand’s history, the third-generation Octavia vRS reinforced SKODA’s commitment to the vRS badge

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Delivering the perfect combination of sportiness, space and functionality, the 2013 Octavia vRS took ŠKODA performance to a new level. Available with the broadest range of body styles, engines, transmissions and drive layouts in the brand’s history, the third-generation Octavia vRS reinforced ŠKODA’s commitment to the vRS badge.

Based on the acclaimed third-generation Octavia, the new Octavia vRS model made its world debut at the 2013 Goodwood Festival of Speed, and showcased a host of advanced engineering innovations, dramatic design and pulse-quickening performance.

In all its forms, the 2013 Octavia vRS continued the UK’s love affair with the vRS badge. Offered in both hatchback and estate forms, the car’s bold, motorsport-inspired design paid homage to its legendary predecessors. Despite its obvious sporting ambitions, the third-generation Octavia vRS proved as practical and clever as the award-winning standard models. The hatch offered 590 litres of boot space with the rear seats in position, while the estate delivered 610 litres of luggage room. With the rear seats folded, those figures rose to 1,580 litres and 1,740 litres respectively.

At the heart of the third-generation Octavia vRS was a fully refreshed engine line-up that was as powerful and exciting as it was frugal and clean. ŠKODA launched the 2013 car with powerplants: a 2.0 TSI petrol that generated 220PS, and the most powerful diesel engine ever to be offered in an Octavia at the time: a 2.0 TDI with 184PS. Both were available with the choice of a six- speed manual transmission or a DSG automatic.


THE vRS EVOLVED – POWER, PERFORMANCE AND MORE CHOICE THAN EVER BEFORE

VRSICONS

New 4x4 models were available with the 184PS diesel engine and DSG transmission, allowing vRS owners to venture even further afield


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To allow drivers to fully exploit the vRS’s performance potential, ŠKODA engineered a new chassis set up that featured a lowered ride height (12mm hatch, 13mm estate) and an advanced multi-link rear suspension design. An electronic differential lock (XDS) was integrated into the Octavia’s electronic stability control (ESC) system to help improve traction in corners while the 2013 Octavia also introduced a new progressive steering system that varied the amount of lock required according to road speed.

At the time, the third-generation Octavia vRS range was the biggest to date. In addition to the front-wheel drive models, customers could also choose a four-wheel-drive version. Available with the 2.0 TDI 184PS engine, it delivered exceptional traction on all surfaces and added an additional level of security and safety for owners who wanted to venture further afield. At the heart of the 4x4 model was an advanced multi-plate clutch all-wheel drive system that could detect any loss of traction and immediately divert torque to the opposite axle to maintain drive.

The system achieved this by using an advanced control function based on specific driving conditions. When operating under a relatively low load or when coasting, the front wheels were driven and the rear wheels are decoupled, helping to save fuel. However, the rear wheels could be engaged in fractions of a second whenever necessary via the multi-plate coupling, which was activated by an electro-hydraulic oil pump.

For customers looking for even greater performance than the standard 220PS TSI model offered, ŠKODA added a vRS 230 model in 2015. Featuring revised engine and turbocharger management, the 230 model was capable of hitting 62mph in just 6.7 seconds in manual form, while the six-speed DSG-equipped version sprinted to the same speed in 6.8 seconds.

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vRS 230 models featured 19-inch Xtreme alloy wheels for an even more striking appearance. vRS Sports seats with red contrast stitching marked the interior out as something special

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Kodiaq vRS

In 2018, ŠKODA launched the Kodiaq vRS - the third model and first SUV to wear the famous badge. In keeping with the brand’s desire to be different, the Kodiaq vRS combined exceptional performance with seven-seater SUV practicality.

Powered by a biturbo, 239PS four-cylinder diesel engine, the first evolution of the Kodiaq vRS proved its sporting potential by recording the fastest lap time for a seven-seater around the Nürburgring Nordschleife.

In keeping with other vRS models, the Kodiaq vRS delivered on every level. From its vast 20-inch Xtreme alloy wheels to gloss black detailing and unique badging, the original Kodiaq vRS stood apart from the rest of the range and enjoyed exceptional road presence. Inside, the Kodiaq vRS featured Alcantara-trimmed sports seats that offered additional side support, while intricate red contrast stitching and a black headlining combined to create an immersive, sporty ambience.

The Kodiaq vRS also introduced the most powerful diesel engine ever built by ŠKODA. With 239PS and 500Nm of torque, the range-topping model was capable of sprinting from 0-62mph in just 7.0 seconds and had a top speed of 136mph. Its vast reserves of torque – the highest figure ever delivered by a production ŠKODA – also meant that power was on tap whenever it was needed.

To ensure the engine’s performance is delivered to the road as smoothly and effectively as possible, the first Kodiaq vRS was equipped with Dynamic Chassis Control as standard, along with progressive steering.

THE BIGGEST AND MOST POWERFUL VRS MODEL EVER COMBINES PRACTICALITY WITH PERFORMANCE

VRSICONS

With room for seven and a cavernous interior, the Kodiaq vRS opened up vRS ownership to a completely new audience. New for 2021 20-inch aero alloy wheels give the car even more road presence


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To mark the 20th anniversary of vRS in the UK, ŠKODA is introducing a new evolution of the Kodiaq vRS. While it has the same sporting DNA that made the original such a compelling package, the new model delivers more power and less weight to give drivers an even more involving driving experience.

Unlike the original model, the 2021 Kodiaq vRS is powered by 2.0 TSI petrol engine that has an output of 245PS (an increase of 5PS over the diesel model). The new unit has a maximum torque output of 370 Nm is available from just 1,600 rpm. As the new unit is more than 60 kg lighter than its predecessor and the new 7-speed DSG has also shed 5.2 kg, the updated Kodiaq vRS serves up even more dynamic driving characteristics and improved performance. The vRS accelerates from 0-62 in just 6.5 seconds (0.4 seconds quicker than its predecessor) while its top speed has increased to 145mph (5mph more than its predecessor).



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2020 Octavia vRS

As the vRS brand marks its 20th anniversary, the fourth-generation Octavia vRS raises the standards once more with increased choice, more power and new technology. One of the many reasons why the Octavia vRS has become so popular with British buyers is its adaptability and range. Where other brands reserve their sporting badges for a single model, ŠKODA has worked hard to embed vRS DNA in different body styles powered by a range of engines.

The fourth-generation Octavia vRS takes this tried and tested approach and builds on it with a third powertrain option for customers. In addition to a 2.0 TSI 245PS and a 2.0 TDI 200PS engine, the new Octavia vRS can also be specified with a 1.4 TSI 245PS iV plug-in model. Available in both hatch and estate body styles – along with four-wheel-drive with the 2.0 TDI engine – the three powertrains give customers more options than ever before.

Although instantly recognisable as a member of the vRS family, the new Octavia is sharper and more intricately detailed than its best-selling predecessor. The generous cabin that is synonymous with the Octavia has also been improved in the latest model. The Octavia is the first ŠKODA production model to be equipped with a new multi-level dashboard and a newly designed two-spoke steering wheel.

Octavia vRS 2.0 TSI 245PS DSGThe new Octavia vRS 2.0 TSI engine delivers 245PS to the front wheels via a seven-speed DSG gearbox. With 370Nm of torque available between 1,600-4,300rpm, the Octavia vRS delivers seamless power throughout the rev range and can sprint from 0-62mph in just 6.7 seconds. The engine is based on the 2.0 TSI unit fitted to the previous Octavia vRS but features a number of key improvements. These include an increase in fuel injection pressure

ŠKODA’S FOURTH-GENERATION OCTAVIA VRS INTRODUCES ELECTRIFICATION TO THE BROADEST EVER RANGE OF SPORTING FLAGSHIPS

VRSICONS

With three distinctly different engine options, two body styles and the option of all-wheel drive, Octavia vRS customers now have more choice than ever before

(up to 350 bar), along with newly shaped piston crowns and a new crankshaft seal to reduce friction and, therefore, fuel consumption. The ignition system and exhaust routing have also been improved to deliver greater efficiency. In terms of performance, the 2.0 TSI model can sprint from 0-62mph in 6.7 seconds and has a top speed of 155mph. Despite this remarkable performance, the vRS 2.0 TSI is still capable of returning 40.4-35.3mpg on the WLTP combined cycle.

Octavia vRS 2.0 TDI 200PS DSGThe Octavia vRS 2.0 TDI features the most powerful diesel engine ever offered in a vRS model with a peak power output of 200PS – a 16PS increase over the outgoing model. Maximum torque is 400Nm, up 20Nm on the previous version. The engine is one of the latest generation of ŠKODA EVO power units and features an aluminium cylinder block with aluminium pistons with low-friction piston rings.

The turbocharger is water-cooled for improved temperature regulation, and its compression ratio is higher than on other EVO diesel engines. Power is delivered to the wheels via a seven-speed DSG gearbox. The all-wheel-drive system – which is available with the 2.0 TDI model distributes power via a new, electronically controlled sixth-generation multi-plate clutch. This clutch is nearly 0.8 kg lighter than its predecessor and is more efficient thanks to the use of low-friction oil, reduced bearing preload and refined internal lubrication.

Octavia vRS iV 1.4 TSI 245PS iV DSGThe first ever electrified vRS model features an advanced drivetrain that combines the strength and cruising ability of a four-cylinder 1.4 TSI petrol engine with a high-torque, zero emissions 85kW electric motor. The total power output of the hybrid system is 245PS while maximum torque is a remarkable 400Nm. The Octavia vRS iV can reach 62mph in just 7.3 seconds and has a top speed of 139mph (estate version).

Power for the electric motor comes from a 13kWh battery back located in the floor just ahead of the rear axle. The Octavia vRS iV has an all-electric WLTP driving range of up to 39 miles and features a host of driving modes that owners can fine-tune to their needs. For example, selecting E-mode will keep the Octavia in electric drive only and is perfect for driving in urban areas or on short commutes.

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The Octavia vRS iV was the first electrified vRS to be produced by ŠKODA. It combines an all-electric range of up to 39 miles with the performance punch that vRS customers have come to expect

Chassis and suspensionAll three vRS models feature a sports chassis set up as standard. This lowers the car by 15mm (except vRS iV) and ensures agile responses and an engaging driving experience. Customers can specify Adaptive Dynamic Chassis Control (DCC) as an optional extra. This system constantly adjusts the damping and enables a particularly dynamic driving style in Sport mode. Using slider controls on the 10-inch central touchscreen in Driving Mode Select, it is now possible to adjust DCC parameters including damping, steering characteristics or the operation of the DSG.


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Pietro PanarisiHead of Press and PRMob 07814 [email protected]

UK press websitewww.SKODAMedia.com

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Charlotte MossMedia Relations ManagerMob 07748 111 [email protected]

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20 years of škoda vrs

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