Built in the usual, no-compromise Schaublin fashion, the backgeared and screwcutting SV-130 and SV150 models were in production from the early 1930s - though by 1938 the SV-150 had disappeared from the catalogues as had, by 1946, the SV-130. It appears that the lathe was built in fout versions, the Mk.1, Mk.2, Mk.3 and, finally, With a centre height of 130 mm (SV-130) and 150 mm (SV-150) and admitting 750 mm between centres, the lathes were, despite their centre heights, mechanically identical. However, although the SV-150 remained unchanged though its relatively short production run, the SV-130 was to built in four versions. The first, the Mk. 1 (like the SV-150), was intended for drive by either a line-shaft system or from a built-on electric motor. In the former case the flat-belt-driven, speed-change gearbox was mounted low down on the outside face of the headstock end cast-iron leg while in the latter the belt pulley was replaced by an electric motor making the lathe self-contained. The next version, the Mk. 2, was fitted with a distinctly different headstock with a long, gradually tapering top and spindle drive by three V-belts. The lathe was carried on two substantial cast-iron plinths with that at the headstock end carrying an electric motor flange mounted against the outside face with the drive passing across to a speed-change gearbox fitted against the inside face - the box having an improved, 3-lever-operated control system. The tailstock-end plinth was arranged for storage, with a hinged cast-iron door. The penultimate model, the Mk. 3 (probably introduced during 1939), looked almost identical to its forerunner except for yet another redesigned headstock - the previous rather ungainly-looking, humped-backed type being replaced by one with a long, almost torpedo-like appearance. A very rare machine, the Mk.4 was carried on a more modern-looking sheet-steel cabinet stand, had a modified screwcutting gear box topped by two rotary controls and was fitted with infinitely variable speed drive.
Deep, and without a gap, the bed on all types had its front V-way with an outer surface made wider and set at a shallower angle than that on the inside; the aim being to provide a steep inner angle to absorb tool trust while the outer section spread the load and so slowed the rare of wear. The saddle had long wings, with those to the left able to run past the front of the headstock so that the centrally positioned cross-slide could be brought right up to the spindle nose.
Usefully wide in range, the six spindle speeds on the Mk. 3  (and probably the other versions as well) were 65, 100, 165, and 200 r.p.m. in backgear and 430, 650, 1000 and 1650 r.p.m. in open drive - this, on the Mk. 3 being by four V-belts. The backgear system was entirely conventional, being arranged with the gears below the spindle line and requiring the operator to open the headstock cover, pull out the pin that connected the bull-wheel to the pulley and then engage the gears using a quadrant lever on the face of the headstock
Screwcutting was by a complex, semi-sealed gearbox where (on the Mk. 2 onwards) the previously open slot across the front with its row of exposed indentation holes was covered by a steel plate held in guides top and bottom and arranged to move sideways with the tumbler selector. The quadrant lever to the left was also similarly fitted, a plate sealing the open hole where a stud connected to an internal selector. On all types, a leadscrew provided a means of generating threads with a separate power shaft to provide the sliding and surfacing feeds -the latter selected by a 3-position quadrant lever on the face of the apron. A "third-rod" control system was fitted which, like that on the screwcutting version of the 102, allowed the carriage drive to be reversed - a lever, pivoting on the right-hand face of the apron, being used for control.
Rather unusually, a centralised lubrication system was fitted with a reservoir (positioned very inconveniently behind the headstock) with a network of pipes taking oil to the headstock and screwcutting gearbox.
Now rare, if you have a Schaublin SV-130 or SV-150, the writer would be interested to hear from you..