Published on: Jan 20, 2016 @ 21:09 Originally Published in: 2015 (old website) (C) Jay Auger - website owner & author Notice: Any form of duplication methods (including but not limited to copy/paste of text and screen capture) of the website's content is strictly forbidden.
INTRODUCTION
Following the success of the Estelle Rallye in the 1970s and early 1980s, Škoda needed a quick replacement to its 130 RS flagship rally / race car since the old rules would no longer apply beyond 1982. The new FISA regulations mandated that only Group B homologated cars be entered to score points from 1983-on. Škoda had somehow missed the ball and found itself in a tough spot. The 130 LR was their quickest answer.
QUICK BROWSE CONTENT
- HISTORY
- RALLY CAR SPECIFICATIONS
- HOMOLOGATION VERSION
- ROAD CAR SPECIFICATIONS
- 130 LR EVOLUTION
- VIDEOS
- REFERENCES
HISTORY
The Czech’s company’s original idea for the 130 RS’ replacement was to wait until the release of the front engine / front wheel drive Favorit platform but major delays in its development made it impossible. The rear-engine Škoda models were also on the verge of a revamp which further delayed the project. Hence work on the rally car successor first started on the 120 platform while adding prototype parts of the new 130 version as they came along, focusing mainly on making the engine up to the task of competition.
The resulting 130 LR was an evolution of the base model and a factory effort to build a competitive B-9 (under 1300 cc) Group B entry-level rally car. The 130 LR received homologation on January 1st 1985. As with its predecessors, the rear-engine car featured handling characteristics similar to those of the famous Porsche 911, hence making it a natural-born racer despite its modest power output. The car’s other main strengths were its light weight and good reliability.
Upgrades over the standard car included the use of twin Weber carburettors, larger diameter intake manifold, Löbro crankshaft, modified head work, and a dry sump system for the engine, a larger 45-litres aluminium fuel cell, reinforced suspension arms, rear disc brakes, hydraulic parking brake, reinforced axle shafts, aluminium body panels, polycarbonate side screens, and a larger plastic rear spoiler.
The car was further improved in 1986 with use of the evolution (ET) feature and more speciality racing parts were made available; extra final gearing options, choices of different spring ratios (two front, three rear), 22 or 30 mm front and rear sway bars, a wheel centre-locking system, and further refinements to the braking and steering systems.
The first highlight for the Škoda 130 LR in the World Rally Championship came at the 1985 Acropolis Rally where Ladislav Křeček won the B/9 class while finishing an incredible 13th overall. This would be bettered in 1986 when Křeček finishied 12th overall and again clinching the class win. Success would continue on later in the year when Křeček would finish an amazing 6th overall at the 1986 Sanremo Rally. He was once again accompanied on the class podium by compatriot Svatopluk Kvaizar in the second works car.
The 130 LR would dominate on the national level where it won 1st place in the 1985 Czech Rally Championship at the hands of Kvaizar. The car would subsequently finish 2nd in the country’s Championship for 1986 and 1988. Other highlights include 1st place in the PMP Cup for 1985, 1987, and 1988.
Then infamous Group B ban of 1986 would not stop the 130 LR’s career since it did not affect the B/9 and B/10 class cars. However, it could no longer score points in international rallies or be subsequently improved with the future evolution planned for the car. The Group B 130 LR would thus continue to compete favourably as-is in national events until the expiration of its homologation in 1989, albeit Škoda’s official rally programme ended in 1988.
Overall, the Group B Škoda 130 LR would rake up 126 appearances in rallies all over the world, claiming multiple podium finishes and class victories, ultimately netting an incredible 82.5% finish ratio.
It is note to mention that the Škoda 130 LR was developed and tested around the same time than the MTX 160 RS prototype at Metalex – both cars shared a selection of developmental parts. Škoda has also produced a one-off prototype – the 130 LR “Evo” – equipped with the planned 1987 evolution package for theoretical use in the stillborn Group S category.
RALLY CAR SPECIFICATIONS
| Group/Class | B/9 | Homologation number: B-269 (click # to view papers) |
| Years active | 1985~1989 | Homologation
|
| Engine | ||
| Type | I-4, OHV 8v, gas | rear, longitudinal, 30º inclinaison |
| Displacement | 1290 cc | WRC = 1290 cc |
| Compression ratio | 10.5:1 | |
| Output power – torque | 130~135 HP@ 7500 rpm | 115 lb-ft @ 6000 rpm |
| Materials | block: aluminium | cylinder head: aluminium |
| Aspiration |
|
larger diameter intake manifold |
| Ignition | N/A | |
| Cooling system | water-cooled | |
| Lubrication system | dry sump | optional oil cooler |
| Transmission | ||
| Type | rear wheel drive, transaxle, reinforced axle shafts, limited-slip differential | 5 speed single row manual gearbox |
| Gearbox ratios |
|
|
| Differential ratios | 3.900, 4.222 or 4.500 | 3.160, 3.500 or 3.700 |
| Clutch | Sachs, single plate, hydraulic | |
| Chassis-body | ||
| Type | Type-742 steel monocoque sedan chassis with roll cage, aluminium body panels, polycarbonate side screens, plastic trunk spoiler, bumpers and vents. | |
| Front suspension | struts, coil springs, reinforced, sway bar | |
| Rear suspension | struts, coil springs, semi-trailing arms, reinforced, sway bar | |
| Steering system | rack and pinion, unassisted | 16.2:1 |
| Brakes |
|
dual-circuit with servo, adjustable bias |
| Dimensions | ||
| length: 4200 mm (165.4 in) | width: 1610 mm (63.4 in) | height: 1400 mm (55.1 in) |
| wheelbase: 2400 mm (94.5 in) | front track: 1390 mm (54.7 in) | rear track: 1350 mm (53.1 in) |
| Rims – tires |
|
|
| Unladen / Full Weight | 850 kg (1875 lb) | bias %: F 38 / R 62 |
| Weight/power | 6.3 kg/HP (13.9 lb/HP) | |
| Fuel tank | 45 litres, aluminium cell type | |
HOMOLOGATION / PRODUCTION VERSION
The 130 lineup was introduced by Škoda in late 1984 and was built by AZNP. The car is also known as the Estelle II in Britain. It basically was a 120 model but with a wider track and the larger 58 BHP 1.3L engine. The car used for Group B homologation was the 130 L model, which qualifies the 130 LR as a racing “evolution” model of the former. The 130 is one of the last mass production cars to feature a rear-engine layout.
ROAD CAR SPECIFICATIONS
| Category | compact | Homologation number: B-269 (click # to view papers) |
| Production | 1984~1988 | Mladá Boleslav, Czechoslovakia |
| Engine | ||
| Type | I-4, OHV 8v, gas | rear, longitudinal, 30º inclinaison |
| Displacement | 1289 cc | |
| Compression ratio | 9.7:1 | |
| Output power – torque | 58 HP@ – rpm | – lb-ft @ – rpm |
| Materials | block: aluminium | cylinder head: aluminium |
| Aspiration |
|
|
| Ignition | N/A | |
| Cooling system | water-cooled | |
| Lubrication system | wet sump | N/A |
| Transmission | ||
| Type | rear wheel drive, transaxle | 5 speed manual gearbox |
| Gearbox ratios |
|
|
| Differential ratios | 3.273 | |
| Clutch | single plate, hydraulic | |
| Chassis-body | ||
| Type | Type-742 steel monocoque sedan chassis with roll cage, plastic trunk spoiler, bumpers and vents. | |
| Front suspension | struts, coil springs | |
| Rear suspension | struts, coil springs, semi-trailing arms | |
| Steering system | rack and pinion, unassisted | 19.5:1 |
| Brakes |
|
|
| Dimensions | ||
| length: 4200 mm (165.4 in) | width: 1610 mm (63.4 in) | height: 1400 mm (55.1 in) |
| wheelbase: 2400 mm (94.5 in) | front track: 1390 mm (54.7 in) | rear track: 1350 mm (53.1 in) |
| Rims – tires |
|
|
| Dry/Unladen Weight | 885 kg (1951 lb) | |
| Weight/power | 15.26 kg/HP (33.6 lb/HP) | |
| Fuel tank | 36 litres, steel | |
VIDEOS
REFERENCES
(C) Article by Jay Auger – website owner, main author & chief editor
- Images & videos are the property of their original owners
- All homologation papers are the property of the Fédération Internationale de l’Automobile (FIA): SOURCE
-
DISCLAIMER / LEGAL NOTICES
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