vRSPressPack_LowRes

celebrating 15 years of 

performance & passion

Contents 

Introduction: 15 years of performance and passion 4 

Icons of vRS: L&K motorcycles (1904) 8 

Heroes of vRS: Vaclav Vondrich 10 

Icons of vRS: L&K FCR (1909) 12 

Heroes of vRS: Count Alexander Graf Kolowrat 14 

Icons of vRS: Popular Monte Carlo (1937) 16 

Icons of vRS: ŠKODA 966 Supersport (1950) 20 

Icons of vRS: ŠKODA 180RS / 200RS (1974) 24 

Heroes of vRS: John Haugland 28 

Icons of vRS: ŠKODA 130RS (1975) 30 

Icons of vRS: ŠKODA Octavia WRC (1999) 34 

Heroes of vRS: Colin McRae 38 

Icons of vRS: ŠKODA Octavia vRS Mk1 (2001) 40 

Icons of vRS: ŠKODA Fabia vRS Mk1 (2003) 44 


Icons of vRS: ŠKODA Fabia S2000 (2008) 52 

Icons of vRS: ŠKODA Fabia vRS Mk2 (2010) 56 

Icons of vRS: ŠKODA Octavia vRS Bonneville (2011) 60 


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1 5 Y E A R S O F Š K O D A V R S 

3

4 

Iconic models such as the 1974 200RS kept the 

spirit of performance alive and provided ŠKODA 

with countless race wins and championship titles


Introduction 

ŠKODA’s rich sporting and performance history reaches a historic milestone 

in 2016 with the 15th 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 Mk1 Octavia vRS was the first modern-era ŠKODA to enter the fiercely 

competitive performance car market – perfectly showcasing the brand’s 

optimism, confidence and engineering skills. Powered by a 180PS, 1.8-litre 

turbocharged petrol engine, the Mk1 Octavia vRS 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 

1.9-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. 

5

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. At 07:45 on Friday 19 August, it registered an 

official record speed of 227.080mph – a record that still stands today. 

2013 saw ŠKODA refocus its vRS line-up – opting to build a broader Octavia 

vRS line-up with greater options for buyers. As a result, the third-generation 

Octavia vRS has the largest range ever with three engine options, two 

body styles and the option of four-wheel drive. Petrol versions are powered 

by a 2.0 TSI engine available with outputs of 220PS and 230PS, while 

diesel variants feature a 2.0 TDI with an output of 184PS. Paddle-shift DSG 

transmissions are available across the vRS range, while the diesel variant 

can be specified with ŠKODA’s advanced all-wheel system. 

Although the vRS badge is celebrating its 15th 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. 

6


Although neither were convinced of the benefits of building sporting 

versions of their bicycles and motorbikes and were even less thrilled by 

the idea of competition, a series of famous racing victories led to full order 

books and global recognition. While Vaclav Laurin still considered sport 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 the 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. Advanced prototypes 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 as a force to be 

reckoned with in motorsport. The Fabia S2000 was the most successful 

rally car in its class – taking more than 65 European and International rally 

wins – while the current Fabia R5 is proving equally dominant in world 

rallying’s WRC2 category. 

7

VRS 

ICONs 

L&K Motorcycles 

vRS passion begins: from bicycles to victorious 

motorcycle racers 

1901-1906 

ŠKODA’s passion for performance can be traced back to the brand’s earliest 

days when founders Vaclav Laurin and Vaclav 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. 

Narcis Podsedníček: L&K’s first official factory rider 

and unofficial winner of the 1901 Paris-Berlin race 

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. 

8


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10


HEROES 

of 

VRS 

Vaclav Vondrich 

Moustachioed hero who rode 

for his train fare home 

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. 

11

12 

Factory aces Otto Hieronimus (left) 

and Alexander Kolowrat pose in an 

early publicity shot for the team’s 

latest L&K FCS racer


VRS 

ICONs 

L&K FCR and FCS 

On four wheels - success at every level 

1909 

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 valve 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. 

The 5.7-litre FCR – dubbed ‘The Coffin’ 

pictured in front of an L&K showroom 

in Mladá Boleslav 

Despite this, Laurin and Klement continued their 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. 

13

HEROES 

of 

VRS 

Count Alexander Kolowrat 

Aristocratic racer who steered the 

brand to a sporting future 

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 World War One. However, 

following his marriage to Russian Princess Sophia Trubetskaya, he abandoned his 

racing career and dedicated his professional life to cinematography, working with 

legendary film stars including Marlene Dietrich. 

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15

VRS 

Popular Sport Monte Carlo 

ICONs 

1936 

Setting the template for a future generation of sporting ŠKODAs 

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 

34PS on tap and two fuel tanks to assist with the long stages, Zdeněk 

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 vRSbadged 

models and gave buyers the opportunity to 

enjoy motorsport-inspired features on the road 

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1 5 Y E A S F Š K A V S 


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 badged 

ŠKODA Popular Sport Monte Carlo. In total, 70 examples were built 

between 1936 and 1938 in roadster and coupé forms. 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 car 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 and 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 

19

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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VRS 

966 Supersport 

ICONs 

1950 

INNOVATive racer that showcased ŠKODA’s engineering genius 

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 

completely 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, it featured removable headlights 

and mudguards that owners could unbolt when at the track and then 

reattach when back on the road. Two engine options were offered: a 

1.1-litre normally aspirated unit, and a 1.5-litre supercharged unit. 

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 

21

The 966 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. 

The light fantastic: later supercharged versions of 

the 966 Supersport generated 180PS – enough to 

secure ŠKODA a new land speed record in 1952 

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 intake grille 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. 

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23

VRS 

180RS and 200RS 

ICONs 

1974 

The cars that introduced the Rally Sport ‘RS’ badge to the world 

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 

Wild thing: ŠKODA’s 180RS and 200RS 

models showcased Mladá Boleslav’s 

design and engineering skills 

24



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 

25

26



into ŠKODA’s roadgoing models), along with an advanced five-speed 

transmission 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… 

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 

27

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 in 

time-consuming repair jobs (often with a shortage of spares), 

Haugland perfected a smooth style that was easy on the car 

yet brutally fast. 

HEROES 

of 

VRS 

John Haugland 

Norwegian driving legend who became 

ŠKODA’s most successful rally driver 

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. 

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30 

The 130RS 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



VRS 

130RS 

ICONs 

1975 

The first road-going ŠKODA RS - starting a passion for 

performance that continues to this day 

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 tipped the scales at only 720kg and 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 loaded 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 Czechoslovakian Peace and Friendship Cup rally of 1975. 

The car that started the RS legacy. 130RS 

was light and simple yet devastatingly 

effective in the right hands 

31

Once officially homologated in 1976, ŠKODA 130RS 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 four-door 130LR model – and enjoyed 

numerous class successes with heroes such as John Haugland at the 

wheel – the glory days of the 130RS were over. 

Affectionately dubbed the ‘Porsche of the East’, 

the 130RS became ŠKODA’s most successful 

competition car, winning the European Touring Car 

Championship in 1981 

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33

VRS 

ICONs 

1999 

Octavia WRC 

Taking on the world with the most advanced competition car 

ever created at Mladá Boleslav 

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 an 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. However, the factory 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. 

Despite its generous dimensions, the Octavia 

WRC proved to a remarkably quick package – 

especially on gravel and snow 

34



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 

35

36



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 its 

successor 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. 

Whether it was in the frozen forests of 

Sweden or the baking heat of Kenya, the 

Octavia WRC was always a crowd-pleaser 

37

38

HEROES 

of 

VRS 

COLIN McRAE 

Flying Scotsman who so nearly took 

ŠKODA to the top step of the WRC podium 

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 was 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 

complete 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. 

39

40 

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



VRS 

Octavia vRS Mk1 

ICONs 

2001 

The car that brought ŠKODA back to the sporting arena 

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 sixspeed 

manual transmission. The 0-62mph sprint 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 (580-litres in the Estate), and seats for five, the Octavia distinguished 

itself as a true everyday performance car. 

Space race: by offering an estate version of 

the Octavia vRS, ŠKODA opened up hot hatch 

ownership to a whole new market 

41

42



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 factory, 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 missed out on the 300PS engine 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 – 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 

43

VRS 

ICONs 

2003 

Fabia vRS Mk1 

ŠKODA rips up the hot hatch rulebook 

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 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. 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. 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 of 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. 

Are you sitting comfortably? Owners 

travelled with pace, grace and space in 

the mould-breaking Fabia vRS 

44



45

46 

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



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 define 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 

popularised 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 

47

48 

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



VRS 


ICONs 

2005 

More power, more space, more fun 

Building on the success of the first model and the launch 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 Octavia vRS was developed as a small range of its own 

– confirming ŠKODA’s commitment to the brand. Built on an all-new platform 

it displayed a smoother, more refined appearance. 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 loadlugging 

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. 

ŠKODA turned up the heat with the introduction 

of the second-generation Octavia vRS – offering 

200PS with the petrol version 

49

50



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 aluminiumeffect 

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 CO 2 

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 

51

52



VRS 

Fabia S2000 

ICONs 

2008 

The most successful rally car of the Super 2000 era - 

and still a winner around the world 

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 competition car ever built by ŠKODA. 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 to 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. 

Strong, fast and brutally effective on loose 

surfaces, the Fabia S2000 is still winning 

events – eight years after its first appearance 

53

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 package. Driven by a succession of 

rising stars including Andreas Mikkelsen and Juho Hanninen, the Fabias always 

provided a spectacle for fans and television viewers. 

The Fabia S2000 took 27 outright wins in the IRC, three IRC Manufacturers’ 

titles from 2010-2012 and 22 victories in the European Rally Championship 

(ERC). It has also won numerous national rallies and championships 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. 

The flying squad: in the hands of emerging 

drivers such as Andreas Mikkelsen, the Fabia 

S2000 was a winner around the world 

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. 

54



55

VRS 

Fabia vRS Mk2 

ICONs 

2010 

Motorsport-inspired hatch that put technology to the fore 

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 sunset glass 

rear 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. 

The supercharger and turbocharger worked hand-in-hand to provide 

seamless power delivery across the engine’s rev range. The mechanicallydriven 

supercharger supplied the combustion chambers up to engine 

The second-generation Fabia vRS introduced 

more tech, improved comfort and more 

intricate detailing 

56



57

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 

Fabia vRS Mk2 

58



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 

59

VRS 

Octavia vRS Bonneville 

ICONs 

2011 

THe FASTEST ŠKODA EVER - TAKING VRS TO OVER 200MPH 

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 highperformance 

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 the five-mile 

course at 225.513 mph on Thursday 18 August, and a return run at 228.647 mph on 

Friday 19 August. 

Five years on, the record set by the Octavia vRS remains unbeaten. 

60



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 

61

. 

Available with the broadest range of body styles, 

engines, transmissions and drive layouts in the 

brand’s history, the latest-generation Octavia vRS is 

the most complete vRS ever made 

62



VRS 


ICONs 

2013 

The ultimate vRS – power, performance and 

more choice than ever before 

Delivering the perfect combination of sportiness, space and functionality, the 

current Octavia vRS takes 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 latest-generation Octavia vRS is the most complete 

vRS ever made. 

Based on the acclaimed third-generation Octavia, the Octavia vRS model 

made its world debut at the 2013 Goodwood Festival of Speed, showcasing 

a host of advanced engineering innovations, dramatic design and pulsequickening 

performance. 

In all its forms, the new Octavia vRS continues the UK’s love affair with the vRS 

badge. Offered in both hatchback and estate forms, the new Octavia vRS’s 

bold, motorsport-inspired design pays homage to its legendary predecessors. 

Despite its obvious sporting ambitions, the new Octavia vRS is as practical and 

clever as the award-winning standard models. The hatch offers 590 litres of 

boot space with the rear seats in position, while the estate delivers 610 litres of 

luggage room. With the rear seats folded, the figures rise to 1,580 litres and 

1,740 litres respectively. 

At the heart of the Octavia vRS is an engine line-up that is as powerful and 

exciting as it is frugal and clean. Two advanced powerplants are available: 

a 2.0 TSI petrol with outputs of 220PS and 230PS, and the most powerful 

diesel engine ever to be offered in an Octavia in the form of a 2.0 TDI 184PS. 

All models are available with the choice of a six-speed manual transmission 

or a six-speed DSG automatic. 

New 4x4 models are available with the 184PS 

diesel engine and DSG transmission, allowing vRS 

owners to venture even further afield 

63

To allow drivers to fully exploit the vRS’s performance potential, ŠKODA has 

engineered a chassis set-up that features a lowered ride height (12mm hatch, 

13mm estate) and advanced multi-link rear suspension design. Electronic 

differential lock (XDS) is fully integrated into the Octavia’s electronic stability 

control (ESC) system, and helps improve traction in corners. The Octavia also 

features a progressive steering system that varies the amount of lock required 

according to road speed. 

The current Octavia vRS range is the biggest to date. In addition to the frontwheel 

drive models, customers can also choose a four-wheel-drive version. 

Available with the 2.0 TDI 184PS engine, it delivers exceptional traction on all 

surfaces and adds an additional level of security and safety for owners who 

want to venture further afield. At the heart of the 4x4 model lies an advanced 

multi-plate clutch all-wheel drive system that can detect any loss of traction 

and immediately divert torque to the opposite axle to maintain drive. 

The system achieves 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 are driven and the rear wheels are decoupled, 

helping to save fuel. However, the rear wheels can be engaged in fractions of a 

second whenever necessary via the multi-plate coupling, which is activated by 

an electro-hydraulic oil pump. 

And for those who demand even greater performance than the standard 

220PS TSI model offers, there’s the vRS 230 model. Introduced in 2015, the 

vRS 230 features revised engine and turbocharger management to deliver a 

10PS increase in power. In six-speed manual form, the vRS 230 hits 62mph 

in just 6.7 seconds, while the six-speed DSG-equipped version sprints to the 

same speed in 6.8 seconds. Both figures are 0.1 seconds quicker than the 

standard vRS model. 

vRS 230 models feature 19-inch Xtreme alloy 

wheels for an even more striking appearance. vRS 

Sports seats with red contrast stitching mark the 

interior out as something special 

64



65

DESIGN 

> 18" Gemini anthracite alloys (18 225/40 R18 92Y) 

> Bi-Xenon headlights with AFS and LED daytime running lights 

> LED rear lights 

> Sports suspension 

> vRS bumpers, spoiler & upholstery 

COMFORT & CONVENIENCE 

> Rear armrest with load-through boot access 

> Rear backrest release from boot 

> Telescopic front headlight washers 

> Textile floor mats 

TECHNOLOGY 

> 3 spoke multi-function steering wheel with controls for radio 

and telephone (includes paddles if DSG) 

> Amundsen infotainment system and satellite navigation with 

SD slot & capacitive touchscreen 

> Cruise control 

> Performance mode selection 

> Lane assist 

> Light assistant (coming home, leaving home, tunnel light) 

> Rain sensor 

vRS 230 has the following additional features: 

> 19'' Xtreme Black alloy wheels 

> Auto-dimming rear view mirror 

> Black design door mirrors and front grille 

> Black gloss exhaust tailpipes with sports sound 

> Black decorative inserts 

> Black roof rails (Estate only) 

> Black vRS badging on front and rear 

> Colour Maxi DOT trip computer with Lap Timer 

> Door sill trim with black vRS logo 

> Electric door mirrors with boarding spots 

and memory function 

> Electrically adjustable driver's seat with memory function 

> Electro-mechanical front locking differential 

> Exclusive 230 decal on side sill 

> Front and rear parking sensors 

> Heated front seats 

> Sunset glass 

> vRS Sports seats in leather with red stitching 

SAFETY & SECURITY 

> ESC inc ABS, EBV, MSR, ASR, EDS, HBA, DSR, ESBS, TSA, MKB, 

XDS & Prefill 

66

e Specifications The ŠKODA Octavia Engine Specifications 



The ŠKODA Octavia 

DI 1.6 1.8 TDI TSI 110PS Petrol engines 1.82.0 TSI TDI 1.2 2.0 2.0 TSI TDI 1.2 2.0 TSI TDI 2.01.4 TDI TSI 184PS 1.4 2.0 TSI TDI 1.8 2.0 TSI TDI Diesel engines 2.0 TDI 1.8 TSI 184PS 

2.0 1.6 TDI TSI 

DSG GreenLine 180PS III 180PS 150PS DSG 110PS 150PS 220PS DSG 110PS 220PS 150PS DSG 4x4 150PS 4x4 230PS DSG 150PS 230PS 184PS DSG 184PS 180PS DSG 180PS 4x4 DSG 

220PS 110PS 

E L GreenLine L&K Trim level SE/SE L&K L/L&K SE/SE S/SE vRS L/L&K S/SE vRS Scout SE/SE vRS Scout 230 L SE/SE vRS vRS 230 L L&K vRS Trim level vRS L&K S/SE/SE vRS L 

der 4-cylinder Engine type 4-cylinder 4-cylinder 4-cylinder 4-cylinder 4-cylinder 4-cylinder Engine type 4-cylinder 

4-cylinder 

ngine e in-line in-line engine engine in-line in-line engine in-line engine in-line engine in-line engine in-line engine in-line engine in-line engine 

in-line engine 

ntial l Manual Manual Gearbox type Sequential Manual Manual Sequential Sequential Manual Sequential Manual Sequential Manual Sequential Manual Gearbox typeSequential 

Manual 

atic automatic automatic automatic automatic automatic 

automatic automatic 

Yes Yes Transverse-mounted Yes Yes Yes Yes Yes Yes Yes Yes Transverse-mounted Yes 

Yes 

lssure Direct High pressure fuel Fuel injection Direct High type pressure fuel Direct High pressure fuel High Direct pressure fuel High Direct pressure fuel High Direct pressure fuel High Direct pressure fuel Fuel injection High Direct type pressure fuel High Direct pressur fuel 

injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel injection direct injection fuel 8 1,798 1,598Cubic capacity 1,798 cc 1,968 1,197 1,984 1,968 1,197 1,984 1,968 1,395 1,984 1,968 1,395 1,984 1,968 1,798 1,968 Cubic capacity cc 1,968 1,798 1,984 1,598 

80.5 82.579.5 x 84.2 x 80.5 Bore x stroke 82.5 mm 81 x x 84.2 95.5 82.5 71 x 8175.6 x x 92.8 95.5 82.5 7181 x 75.6 x 92.8 95.5 82.5 74.5 81 x 95.5 92.8 80 82.5 74.5 81 x 95.5 92.8 80 82.5 81 x 95.5 84.2 Bore x stroke 82.5 81 mmx x 95.5 84.2 82.5 79.5 x 92.8 80.5 

6 EU6 EU6 Air pollution regulation EU6 EU6 EU6 EU6 EU6 EU6 EU6 EU6 Air pollution regulation EU6 

EU6 

:1 9.6:1 16.0:1Compression ratio 9.6:1 16.2:1 10.5:1 9.6:1 16.2:1 10.5:1 9.6:1 16.2:1 10.5:1 9.6:1 15.8:1 10.5:1 9.6:1 15.8:1 9.6:1 15.8:1 Compression ratio 15.8:1 9.6:1 16.0:1 9.6:1 

7) Performance Hatchback 

144128 (231) (206) Max speed mph 144135 (231) (km/h) (218) 124 154134 (199) (248) (215) 124 152 (199) (245) - 136 155 (219) (250) - 136 155 144 (219) (249) (232) Performance Hatchback 

144 143 (231) (230) Max speed mph 142 144 (km/h) (226) (231) 154 122 (248) (197) 

7 7.310.6 Acceleration 0-62mph 7.48.4 10.2 6.88.5 10.3 6.9 - 8.1 6.7 - 8.2 6.8 7.9 7.3 7.9 Acceleration 0-62mph 7.6 7.4 10.6 6.8 

-4,000 180/5,100-6,200 110/3,200-4,000 Max. performance 180/5,100-6,200 150/3,500-4,000 (PS/rpm) 110/4,600-5,600 220/4,500-6,200 150/3,500-4,000 110/4,600-5,600 220/4,500-6,200 - 150/5,000-6,000 230/4,700-6,200 - 150/5,000-6,000 230/4,700-6,200 

184/3,500-4,000 180/5,100-6,200 184/3,500-4,000 Max. performance 184/3,500-4,000 

180/5,100-6,200 (PS/rpm) 220/4,500-6,2 

110/3,200-4,00 

500 -3,000 250/1,250-5,000 250/1,500-3,000 Max. torque 250/1,250-5,000 340/1,750-3,000 (Nm/rpm) 175/1,400-4,000 350/1,500-4,400 340/1,750-3,000 175/1,400-4,000 350/1,500-4,400 - 250/1,500-3,500 350/1,500-4,600 - 250/1,500-3,500 350/1,500-4,600 

380/1,750-3,250 250/1,250-5,000 380/1,750-3,250 Max. torque 250/1,250-5,000 280/1,750-3,250 

(Nm/rpm) 350/1,500-4,4 

250/1,500-3,0 

4) Performance Estate 

142127 (229) (204) Max. speed 142 (km/h) 134 (229) (216) 122 152132 (196) (244) (213) 122 150 (196) (242) - 134 153 (216) (247) - 134 152 143 (216) (245) (230) Performance Estate 

142 (229) (228) Max. speed (km/h) 139 142 (224) (229) 152 121 (244) (194) 

7.410.7 Acceleration 0-62mph 7.58.5 10.2 6.98.6 10.4 7.1 - 8.2 6.8 - 8.3 7.0 8.0 7.4 8.0 Acceleration 0-62mph 7.7 7.5 10.8 6.9 

-4,000 180/5,100-6,200 110/3,200-4,000 Max. performance(PS/rpm) 180/5,100-6,200 150/3,500-4,000 110/4,600-5,600 220/4,500-6,200 150/3,500-4,000 110/4,600-5,600 220/4,500-6,200 - 150/5,000-6,000 230/4,700-6,200 - 150/5,000-6,000 230/4,700-6,200 

184/3,500-4,000 180/5,100-6,200 184/3,500-4,000 Max. performance 184/3,500-4,000 

180/5,100-6,200 (PS/rpm) 220/4,500-6,2 

110/3,200-4,00 

500 -3,000 250/1,250-5,000 250/1,500-3,000 Max. torque 250/1,250-5,000 340/1,750-3,000 (Nm/rpm) 175/1,400-4,000 350/1,500-4,400 340/1,750-3,000 175/1,400-4,000 350/1,500-4,400 - 250/1,500-3,500 350/1,500-4,600 - 250/1,500-3,500 350/1,500-4,600 

380/1,750-3,250 250/1,250-5,000 380/1,750-3,250 Max. torque 250/1,250-5,000 380/1,750-3,250 

(Nm/rpm) 350/1,500-4,4 

250/1,500-3,0 

e 2 ŠKODA and The fuel ŠKODA Octavia consumption Octavia Engine Engine Specifications Specifications - CO2 - and CO2fuel and consumption 

fuel The consumption ŠKODA Octavia E 

Where law permits. 4x4 - 4x4 4x4 

Performance Estate 4x4 

4x4 

- 132 (213) - 129 (207) 136 (219) - - Max. speed (km/h) - 

119 (191) 

l 1.4 engines TSI Petrol engines 1.8 TSI 1.8 TSI 1.6 TDI 2.0 1.6 TSI 1.2 TDI TSI 1.6 2.0 TDI TSI 1.2 110PS TSI 2.0 TSI TDI 1.4 TSI 2.0 TDI TSI 1.4 TSI 2.0 TDI 1.8 TSI Diesel 2.0 

Acceleration 

engines TDI 1.8 TSI 

0-62mph 

2.0 TDI 184PS2.0 TSI VED 

11.5 

(Veh 1 

- 8.6 - 9.1 7.8 - - - 

rmance 0PS DSGHatchback Performance 180PS Hatchback Wheel size180PS Wheel DSG 110PS size 220PS 110PS 110PS DSG 220PS GreenLine 110PS DSG DSG III 230PS 150PS 150PS 150PS 230PS 150PS DSG DSG 184PS 180PSPerformance 184PS 

Max. 

DSG 

performance 

180PS Hatchback DSG 4x4 

(PS/rpm) 

DSG vRS Wheel 220PS 

110/3,200-4,00 

size 12 

- 150/3,500-4,000 - 150/3,500-4,000 184/3,500-4,000 - - - 

Band C 

112 

- 

- 16" wheels 

340/1,750-3,000 

16" - wheels 99 - 

- 

99114 340/1,750-3,000 

- 90 113 

380/1,750-3,250 

106 - 118 115 - 112 

- 

- - 

- Max. - torque -(Nm/rpm) - 

- 16" wheels -250/1,500-3,0 

( 

ystem 112 Hydraulic dual circuit Power - 17" brake transmission 

wheels 17" Drag wheels coefficient 116 Hatch Number Estate of gears 114 † Using low-octane 118 fuel may affect Braking 112 engine system Hydraulic - dual circuit brake - Drag coefficient - 

CO2 emissions, g/km - 100 - 102 - - 106 - 115 - 

- - 17" wheels 

CO2 emissions, g/km - 

emissions, g/km CO2 g/km 

A U 

ith 

115 

diagonal interconnection, 

135 18" wheels 18" 128 

Clutch Hydraulically-activated 

_ 

wheels 100 142 102116 single-plate 

5 speed 

146 

manual: 

- 114 

1.6 performance. 

TDI 110PS 

142 107 120 146 117 

system 

115 

with diagonal 

115 

interconnection, 

135 124 Where law 128 permits. _ 

129 18" wheels 142 

B 1 

- 135 19" wheels 19" 128wheels - 142 - - 146- - 142- - 146 - - 115 135 124 128 129 19" wheels 142 

ssisted dual rate brake 

dry 

booster. 

clutch with diaphragm 

1.4 TSI 

spring, 

150PS 

asbestosfree 

coating. discs, 

0.301 

6 speed 

0.311 

manual: 1.4 TSI 150PS, 

vacuum assisted dual rate brake booster. 

1.4 TSI 150PS C 1 

7.1 (6.0) We measure the maximum power output 

Consumption 

- 16" wheels 16" - wheels 64.2 (4.4) 67.3 - 46.3 (4.2) (6.1) 72.4 - 46.3 (3.9)(6.1) 58.9 - 43.5 (4.8)(6.5) 55.4 -(5.1) 47.1 (6.0) - - - - - 16" wheels - 

kes Disc brakes, with hollow 

1.8 TSI 180PS 0.304 

1.8 TSI 

0.308 

180PS, 2.0 TSI 220PS, 2.0 TSI 230PS, Front brakes Disc brakes, with hollow discs, 

1.8 TSI 180PS 

D 64 1 

consumption 7.1 (6.0) Fuel consumption mpg mpg - (l/100km) 17" wheels mpg 17" -wheels 62.8 (4.5) 67.3 - 45.6 (4.2) (6.2) - 46.3 - (6.1) figures 58.9 of -our 43.5 (4.8) engines (6.5) in PS 55.4 or -(5.1) Pferdestärke 

47.1 (6.0) - - Fuel consumption - - mpg - 17" wheels - E 62 1 

ooling and single-piston 

Manual 

floating 

2.0 TSI 220PS 0.298 

transmission Fully synchronised 

1.6 TDI 

0.316 

110PS GreenLine (horse III, strength 2.0 TDI 150PS, in German), which internal is thecooling and single-piston floating 

2.0 TSI 220PS 

(l/km) 6.3 (6.1) Urban (l/km) 37.7 Urban 

(7.5) 18" wheels 40.9 18" (6.9) 62.8 wheels (4.5) 36.767.3 (7.7) 45.6 (4.2) (6.2) 34.0 (8.3) 46.3 - (6.1) 36.7 57.7 (7.7) 42.8 (4.9) (6.6) 34.0 54.3 (5.2) (8.3) 46.3 (6.1) 55.4 (5.1) 37.7 (7.5) 50.4 (l/km) (5.6) Urban 40.9 (6.9) 49.6 (5.7) 18" 36.7 wheels (7.7) F 62 1 

- 37.7 (7.5) 19" wheels 40.9 19" 1.6 (6.9) wheels TDI -110PS 36.7 (7.7) - - 0.288 

five or six speed manual transmission. 

2.0 TDI 34.0 0.301 

184PS (8.3) - - metric 36.7 equivalent (7.7) - - of bhp. 34.0 To convert - (8.3 calliper. - from 55.4 (5.1) 37.7 (7.5) 50.4 (5.6) 40.9 (6.9) 49.6 1.6 (5.7) TDI 19" 110PS 36.7 wheels (7.7) G 1 

7.3 (4.2) - 16" wheels 16" 2.0 - wheels 83.1 TSI (3.4) 230PS 80.7 - 67.3 (3.5) (4.2) 0.306 0.324 88.3 - 67.3 (3.2) (4.2) 2.0 TSI 230PS 

kes Disc brakes with full 

6 

discs 

spd DSG 

and 

transmission - two coaxial wet 

6 speed DSG: 2.0 TSI 

metric 78.5 

220PS, 

to - 

2.0 

imperial 67.3 (3.6) (4.2) 

TSI 230PS, 

horsepower, 70.6 -(4.0) 67.3 divide (4.2) 

Rear brakes 

the PS - - - - - 16" wheels - 

H 

83 

1 

Consumption 

consumption Disc brakes with full discs and 

7.3 (4.2) Fuel consumption mpg - mpg 17" 1.6 -wheels TDI 110PS GreenLine - 65.7 III (4.3) 0.277 0.270 - 65.7 (4.3) 1.6 TDI 110PS GreenLine III 

ton floating callipers. 

multiple-disc clutch, electro-hydraulically 

2.0 TDI 150PS, 2.0 TDI 

figure 

184PS 

by 

- 

1.0139. 

67.3 (4.2) - 67.3 (4.2) - Fuel consumption - mpg 

I 1 

mpg (l/100km) 17" wheels 80.7 (3.5) 78.5 (3.6) - 78.5 (3.6) 70.6 (4.0) - - - 17" wheels - 

80 

single-piston floating callipers. 

J 1 

m) 5.7 Extra (4.3) Urban (l/km) 56.5 Extra (5.0) Urban 18" urban wheels 57.7 18" 1.6 (4.9) wheels 80.7 TDI 110PS (3.5) 4x453.378.5 (5.3) 65.7 (3.6) (4.3) - 52.3 0.298 (5.4) 65.7 - (4.3) 53.3 76.4 (5.3) 65.7 (3.7) (4.3) 68.9 52.3 (5.4) (4.1) 65.7 (4.3) 72.4 (3.9) 56.5 (5.0)(l/km) 67.3 (4.2) Extra 57.7 Urban (4.9) 62.8 1.6 (4.5) TDI 18" 110PS 53.3 wheels (5.3) 4x4K 80 2 

ke Mechanical - handbrake 56.5 operated. (5.0) operating 19" wheels 57.7 19" 2.0 (4.9) wheels TDI -150PS 53.3 (5.3) - - 0.297 7 speed 52.3 0.304 DSG: (5.4) - 1.4 - TSI 150PS, 53.3 (5.3) - - 52.3 -(5.4) 

Handbrake - 72.4 Mechanical (3.9) 56.5 handbrake (5.0) 67.3 operating (4.2) 57.7 (4.9) 62.8 2.0 (4.5) TDI 19" 150PS 53.3 wheels (5.3) L 2 

heels. 8.9 (4.8) - 16" wheels 16" 

7 spd DSG transmission 2.0 

- wheels 74.3 

TDI 

(3.8) 

- two 150PS coaxial 4x4 

76.4 - 57.7 (3.7) (4.9) 

dry - 1.8 TSI 0.307 180PS, 80.7 - 57.7 (3.5) 1.6 (4.9) TDI 110PS70.6 - (4.0) 55.4 (5.1) 64.2 -(4.4) 58.9 on rear (4.8) wheels. - - - - 2.0 

- 

TDI 16" 150PS wheels - 4x4 

M 74O 

consumption 8.9 (4.8) Fuel consumption mpg 

Consumption 

- mpg 17" -wheels - 56.5 (5.0) - 57.7 (4.9) - 55.4 (5.1) - 58.9 (4.8) - Fuel consumption - mpg - 

Direct rack and pinion 

mpg 

multiple-disc steering 

(l/100km) 

17" wheels 72.4 (3.9) 72.4 (3.9) - 70.6 (4.0) 64.2 (4.4) - - - 17" wheels 72 

clutch, 2.0 electro-hydraulically 

TDI 150PS 4x4 Scout - Chassis 0.322 

Steering Direct rack and pinion steering 2.0 TDI 150PS 4x4 Scout 

km) 7.7 (4.9) Combined (l/km) 47.9 Combined (5.9) 18" wheels 50.4 18" (5.6) wheels 72.4 (3.9) 45.672.4 (6.2) 56.5 (3.9) (5.0) 44.1 (6.4) 57.7 - (4.9) 45.6 68.9 (6.2) 54.3 (4.1) (5.2) 62.8 44.1 (6.4) (4.5) 57.7 (4.9) 64.2 (4.4) 47.9 (5.9) (l/km) 60.1 (4.7) Combined 50.4 (5.6) 45.6 (6.2) 

tromechanical power steering. operated. 2.0 TDI 184PS 0.294 0.315 

57.7 (4.9) 18" wheels 72 

Front axle MacPherson suspension with lower 

with electromechanical power Band steering. CO2 2.0 First TDI 184PS 

1 

ended On The Road) 

First year vehicle licence rates for petrol and Company car tax is based on your cars carbon P11D (Expenses and Benefits) 

Standard 

- 47.9 (5.9) 19" wheels 50.4 19" (5.6) wheels - 45.6 (6.2) - - 44.1 (6.4) - - 45.6 (6.2) - - 44.1 -(6.4) 

- 64.2 (4.4) 47.9 (5.9) 60.1 (4.7) 50.4 (5.6) 57.7 (4.9) 19" 45.6 wheels (6.2) 

d ‘On the Road’ prices include diesel 2.0 cars TDI purchased 184PS 4x4 on Scout or after -1st April0.322 

dioxide emissions. The higher the car’s 

(g/km) 2.0 12 Months TDI 184PS 1 VED 4x4 2 

Scout 

ircle 19% of wheels (m) 10.4 Please - 16" note: wheels With 16" all -manual wheels 19% gear boxes -the 

19% 19% triangular -links 18% 19% and torsion stabiliser. 21% - 20% 23% - Turning 19% circle of - wheels - (m) 10.4 - - - 16" wheels - 

onths 

19% 

Road Fund Licence, DVLA 2016. 2.0 First TDI year 184PS rate 4x4 or DSG ‘showroom 0.294 tax’ 0.306 emissions, the higher its tax liability. When a The P11D value A is calculated Up to by 100 taking 2.0 £0 the TDI On184PS £0 4x4 DSG 

ion Fee (at £55), and apply clutch 

- 17" 

to needs 

wheels 

to be 

17" 

applies depressed 

-wheels 20% 

to new to car start purchases the 

- 20% 20% - - 19% 21% - 20% 23% - 19% - - - - - 17" wheels - 

BiK % BiK Standard % EU Test figures are for comparative purposes and only. may not reflect real driving 

Rear axle company results. Fuel car consumption is made available and CO2 figures for private are use The Road (OTR) B price BiK for 101 the %– vehicle, 110 less £0 the £20 

20% obtained 24% 18" under wheels standardised 18" 22% wheels EU 20% test conditions (Directive 25% 20% 20% 93/116/EEC). This 26% allows - 19% a direct comparison 25% 21% between 21% different manufacturer 23% 26% 20% 23% 24% 24% 22% 24% 18" 25% wheels 

ngdom only. models engine. but may not represent 2 

Rate reverts the actual to fuel the consumption Government’s achieved a ‘Benefit in Kind’ value is calculated for tax Road Fund Licence C (RFL) 111 and – 120 First £0 £30 

- 24% 19" 22% wheels 25% - 2 wheel in ‘real 

26% drive: world’ driving Compound conditions. 

- link More crank-axle. information is available Tank on 

the ŠKODA 19" wheels website at ŠKODA.co.uk - and at dft.gov.uk/vca - - 

applicable Standard VED rate in 

purposes. 25% - - 26% - - 23% Registration 24% Fee D (FRF). 24% 12122% – 130 24% £0 19" 25% wheels £110 

Excise content Duty) (litres) 50 / 55 (4x4) 

4 wheel drive: Multi-element axle with one 

subsequent years. 

Fuel tank content (litres) 50 / E 55 (4x4) 131 –140 £130 £130 

ll be subject to Vehicle Excise 

-free petrol with RON 95 or Leadl 

with RON 91 † of engines the 1.8 vehicle TSI 

longitudinal and To three help transverse you work links, out your withtax liability please BiK (Benefit in Kind) F 141 – 150 £145 £145 

Fuel Lead-free petrol with RON 95 or Leadfree 

petrol with RON 91 † TSI TDI Diesel G engines 2.0 value TDI 151 1.8 is – 150PS based TSI 165 on £185 2.0 theTDI 2.0 184PS TSI £185 2.01.6 

TD 

l 1.4 the engines TSI fuel Petrol type 

. 

Edition:UK 1.8 TSI 1.6 TDI 1st April 2016. 2.0 1.6 VAT TSI TDI 1.2 is TSI calculated torsion 1.6 TDI 2.0 stabiliser 110PS TSI 1.2 refer TSI (4x4). to 1.6 page TDI 2.034. 

TSI 1.4 TSI 2.0 TDI 2.0 TSI 1.4 TSI 2.0 TDI The BiK 1.8 2.0 percentage 

dioxide (CO2) emissions level, 

CO2 . 

rmance 0PS DSGEstate Performance 180PS Estate Wheel size 

H 166 – 175 £300 £210 

at 180PS 20%. Wheel 110PS DSG Please size confirm 110PS 220PS figures DSG 110PS with your GreenLine 220PS 110PS DSG III DSG110PS 230PS 4x4 150PS 150PS 230PS 150PS DSG 150PS DSG DSG emissions 150PS 180PSPerformance 4x4of the vehicle 4x4 180PS Estate Scout for DSG the current 4x4 DSG Wheel 220PS Scout size 184P 112 

49. rams No per biodiesel. kilometre (g/km). Due 

Suspension Telescopic shock absorbers with Diesel CZ 49. No biodiesel. I 176 – 185 £355 £230 

ŠKODA Retailer. 

tax year 2016/2017. 

67 

vehicle 114 emissions data, -CO2 

16" wheels 16" - wheels 99 -99 114 90- 113 118 - 119 106 - 114 115 -120 coil springs, in the rear outside the springs. 

J 186 - –- 200 £500 16" - wheels - £270 - 

ffer 114 these vehicles if -taken 

17" wheels 116 114 119 114 - K 201 –- 225 £650 - £295 

e Five-door, CO2 five-seat, emissions, double- 

17" g/km wheels - 101 - 102 - - 119 - 106 - 

17" wheels 

emissions, g/km Body type 115 Five-door, five-seat, 120 CO2 emissions, double- 

125 g/km 129 -

Pietro Panarisi 

Head of Press and PR 

Tel 01908 548042 

Mob 07814 674661 

pietro.panarisi@skoda.co.uk 

Graeme Lambert 

Product Affairs Manager 

Tel 01908 548060 

Mob 07342 073 586 

graeme.lambert@skoda.co.uk 

UK press website 

www.SKODAMedia.com 

Twitter 

@SKODAUK_Media 

Michelle Henniker 

Media Relations Manager 

Tel 01908 548062 

Mob 07738 896 676 

michelle.henniker@skoda.co.uk 

Clare Pleasants 

Press Fleet Manager 

Tel 01908 601797 

Mob 07931 642 330 

clare.pleasants@skoda.co.uk

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