The Škoda Type 742 and 746 is a family of rear-engined, rear-wheel drive small family car, produced by car manufacturer AZNP in Mladá Boleslav, Czechoslovakia between 1976 and 1990. The original models were the Škoda 105 and Škoda 120; a Škoda 125 variation arrived late in the production run. Engine sizes were 1.05, 1.2, and 1.3 liters, with late versions (135/136) using the new Favorit's engine being given the internal model code 746. Over two million were built in the type's 14-year production run.
The range was facelifted in 1983 with a revised design and engine improvements, together with the introduction of a new, 1.3-liter version known as the Škoda 130. Further 1.3-liter models followed in 1987 with the Škoda 135 and 136.
All 105/120/125 and 130 models known by their Škoda internal reference as Type 742, while the later 135 and 136 models are called Type 746. In the UK, the 105/120 models were known as the Super Estelle until 1984, when the face-lifted models were called Estelle Two.
Initial design (A-series)
In the early 1970s, Škoda had originally intended to produce their successor to the S100/110 as a front-engined front-wheel drive model. However, because of the lack of funding (Škoda had even applied for license in Moscow to produce their new car with a front-engine and front-wheel drive), Škoda was refused a licence and was forced to update the earlier S100/110 saloon models. The main reason Škoda was not granted a licence to produce their new car was because it could have been more modern than cars from the Soviet Union. At that time, most cars from the Soviet Union had either a front engine driving the rear wheels or a rear engine driving the rear wheels. The new Škoda 105/120 was nonetheless designed to accept a front-engined, front-wheel drive layout later on. The company also finished a prototype with this layout, which looked almost identical to the rear-engined one.
The Škoda 105/120, given the internal model code "Type 742", went into production in August 1976. Despite being basically the same as the previous S100/110 under the skin, the new cars featured a lot of improvements, such as a front-mounted radiator with a thermostatic fan. The heating unit was now inside the dashboard, and the fuel tank was mounted beneath the rear seat rather than up front. All models had much the same mechanical specification as the previous models, with a four-speed gearbox, independent suspension at the front, worm-and-drive steering, and swing-axle rear suspension. An interesting feature found on the 105/120 was the side-hinged (front) bootlid, which opened up like the top of a concert piano.
The Škoda 105/120 was initially available in three model forms with a choice of two engines: the 105 S and 105 L were powered by the 1046 cc engine with , while the 120 L was powered by the 1174 cc, engine. The 120 LS and 120 GLS models, which had the more powerful 1174 cc engine with and higher levels of equipment, joined the line-up in 1977 and 1978 respectively. Claimed power outputs dropped marginally towards the end of 1983. In France, Peugeot had trademarked "105" (and all other three-digit combinations with a zero in the middle), which meant that this model was sold as the Škoda 1050 there.
Until 1979, both 105 and 120 were equipped with 14" wheels with 155 SR 14 tyres, just like its predecessors the S100 and 1000 MB. In 1979 the cars' tread was increased and both models were given 13" wheels with 165 SR 13 tyres for all versions aside from the 120 GLS, which were equipped with 175/70 R13. This update was made in order to improve road handling, stability, performances and fuel consumption. Lower-end models (L, S) have single front headlights, while higher end models have twin headlamps. The basic 105 S had very spartan equipment; for example, the rear windows did not wind down, while the front seatbacks were fixed. It had no hazard lights until November 1979.
Initial criticism
The cars were initially criticised for unpredictable handling "at the limit" but it is unlikely that most motorists would notice anything untoward under normal conditions. The cars continued to win their class with monotonous regularity on international rallies, and were increasingly popular with budget-conscious motorists across Europe. The location of the radiator at the front of the car had the advantage of cooling the engine much more efficiently on the motorway. However, because it was much more complex than in the earlier models, the cooling system was very prone to airlocks, which often led to overheating and even head gasket failure.
Improvements The existing 105/120 lineup was joined with the 120 LS in 1977. It had a more powerful, version of the 1174 cc engine from the 120 L as well as a higher equipment level. April 1978 saw the arrival of the top-spec 120 GLS as well as the 120 standard model. On cars built before June 1978, there are perforated slits on the engine lid. These openings proved unnecessary for cooling, however, while they also dirtied the engine compartment. The manufacturer recommended owners of earlier examples to block these openings.
In March 1981, the 105 GL was added to the lineup. It was mechanically identical to the existing 105 S and 105 L models only it featured the equipment specification of the 120 GLS model. Both the 105 GL and the 120 GLS were given black bumpers and horizontal taillights. The headlights on the single headlamp models were updated to slightly wider, more oval units, except for on the 105 S which retained round units until the M-series facelift.
In November 1981, the range was supplemented by the Škoda Garde, a two-door fastback coupé equipped with the 1174 cc, engine from the 120 LS and 120 GLS saloons. This had a much improved semi-trailing arm rear suspension, and paved the way for the later facelift models. The later coupé Škoda Rapid was a facelifted version of Škoda Garde.
In November 1982, the 105 SP and 120 LE were added to the range. The 105 SP essentially a commercial version of the 105 S, having no rear seats and no glass just solid metal in the rear doors; it was only available in Czechoslovakia, sometimes used for postal delivery. The 120 LE was identical to the 120 L but with a modified final drive ratio to improve fuel economy (hence 'E' for Economic).
Second generation (M-series) In September 1983, the range was given a facelift and technical modernization, becoming the "742M" in internal parlance. New, rectangular headlamps and blocky, rubber bumpers made it look more up-to-date and also improved the car's aerodynamics. The steering was updated to rack and pinion steering rather than the earlier recirculating ball design. Power outputs dropped marginally, to for the 105, 120, and better equipped 120 variants respectively.
The Škoda 130 models followed the next year, introducing additional improvements some of which were also adopted into the existing 105/120 range. The very first Škoda 130 models were introduced in August 1984. Developed from the earlier Škoda 105/120 models, the 130 series used a new 1289 cc engine and also received a redesigned rear suspension. The new design was a semi-trailing arm layout first introduced on the Škoda Garde in late 1981, and the track of the car was widened to . 105s and 120s retained the earlier, swing-arm design at the rear. Producing , the engine is an enlarged version of the 1174 cc engine used in the 120 series. A later, updated version of this engine also saw use in the car's successor, the Škoda Favorit. The Saloon versions of the new 130 series were available in 130 L and 130 GL forms and the Coupé model was the 130 Rapid, which were broadly the same as the smaller-engined 120 LS and GLS Saloons and 120 Rapid Coupé.
5-speed gearboxes and "four pot" front brake disc calipers were other updates. The new models countered the earlier criticism that had been made in some quarters of tail-happy handling, with the prominent UK motoring magazine "Autocar and Motor" remarking in 1988 that the new 136 Rapid model "handles like a Porsche 911".
In 1987, with the introduction of the new Škoda Favorit, the Škoda 105/120 series was trimmed to just the 105 L, 105 SP, 120 L and 120 GL. The 125 L (which was identical to the 120 L but with a 5-speed gearbox) was added in October 1988 and was the final new model to evolve from the 105/120 series.
135/136 The final models to evolve from the rear-engined Škoda generation were the Škoda 135/136 series, introduced in April 1987. The new models (which were available in exactly the same model forms as the earlier 130 series) had an uprated 1289 cc engine (this was the same engine that was also used in the Škoda Favorit), with an output of for the 135 models, and a higher output of for the 136 models (which had a higher compression ratio than the 135 models). These new models also had a new front grille, also fitted to the remaining models of the 105/120 series. Inside, the only change was a new instrument panel.
The main difference between the 130 and the 135/136 was the engine's cylinder head: the 130 had a 5-port cast-iron cylinder head, which couldn't use unleaded gasoline, whilst 135 engines had an aluminium 8-port cylinder head, which could use unleaded gasoline. The 136 engine was the same as the 135's, but with a higher compression ratio for better performance. In December 1989, a fuel injected version arrived, although it was only available in a few markets.
End of production From 1989 onward, production of the rear-engined models was gradually wound down as production of the Škoda Favorit progressed. Production of the 105 SP and 130 series ended in July 1988, followed by the 105 L and 120 GL in January and November 1989. After a production run of fourteen years, which included a total of 2,013,745 saloons of all types, production of the 120 L and 125 L (the last remaining models of the Type 742) in Škoda's factories in Mladá Boleslav ended in January 1990. The 135 and 136 (Type 746) continued to be built at Vrchlabí (where the better-equipped Škodas were typically assembled) for a few months longer, while Rapids were built in Škoda's Kvasiny plant until August 1990.
A 2004 survey revealed that among the 3,706,012 cars registered in the Czech Republic, 1,780,124 were Škodas. At 305,726 cars, the Škoda 120 was the largest model represented, while there were 216,857 Škoda 105 cars, which made that model the fourth most common Škoda car.
Model by model ModelTypeProducedEngineBore × StrokePowerTransmissionNumber builtŠkoda 105 S742.101976–19861046 cc I468 × 72 mmafter 08/83:4-speed manual840,561Škoda 105 L1976–1988Škoda 105 GL1981–1983Škoda 105 SP1982–1988Škoda 120742.121978–19831174 cc I472 × 72 mmafter 08/83:1,070,693Škoda 120 L1976–1990Škoda 120 LE1982–1983Škoda 120 GL1984–1989Škoda 120 LS742.12X1976–1987after 08/83:Škoda 120 LX1984–19875-speed manualŠkoda 120 GLS1976–19874-speed manual (1976–1984)5-speed manual (1984–1987)Škoda 125 L1988–19905-speed manual50,041Škoda 130742.131984–19881289 cc I475.5 × 72 mm50,819Škoda 135746.1351988–1990Škoda 136746.1361987–19901,631Total production (saloons):2,013,745
1.3-liter timeline August 1984: Introduction of the Škoda 130 series. Available as: 130 L 4-door Saloon (Type 742.13) and 130 Rapid 2-door Coupé (Type 743.13). August 1986: Introduction of the 130 GL 4-door Saloon. April 1987: Introduction of the Škoda 135/136 series. Available as: 135 L and 135 GL 4-door Saloons (Types 746.135), 135 Rapid 2-door Coupé (Type 747.135), 136 L and 136 GL 4-door Saloons (Type 746.136), and 136 Rapid 2-door Coupé (Type 747.136). July 1988: End of production of the 130 series. August 1990: End of production of the 135/136 series, bringing production of the rear-engined Škoda generation to a close.
Market differences
Britain