130 Years in Motion

• Titulka

• uvodnik

  Greetings from the pioneers 

  Dear friends and followers of our work. Let us address you cordially from the heights of history. We, Václav Laurin and Václav Klement, are here again today as we were 130 years ago when we founded a small workshop in Mladá Boleslav to build velocipedes. When in 1895 we built the first Slavia bicycles and then our own motorcycle, we couldn’t have guessed how the mighty machine of history was set in motion. We watched with pride and humility as our small company became a pillar of Czech industry. Our hearts rejoiced when we saw the Škoda 1000 MB model. We marvelled at the elegance of the Felicia and Octavia cars, whose names are known across the world. Then came the Fabia, Superb, Kodiaq, Scala, Enyaq... Oh, the Enyaq! Who would have believed that you would follow up our L&K E hybrid “Křižík” model and produce an electrically powered car to leave the Mladá Boleslav facility with such grace? 

  We are amazed at the levels of safety, comfort and design, but most of all at you – the employees who form the heart and brain of the Škoda brand today. Watching our ideals live on fills us with gratitude. We see that our DNA endures in the new century, in times of digitisation and electrification that would previously have seemed like scenes from a Jules Verne novel. 

  We are grateful that you have not lost sight of our visions. That the brand, born of two men’s desire to combine skilful hands and a courageous spirit, continues on with pride. In every screw, detail and new idea, we feel the pulse of a life that was close to our hearts. 

  We hope you continue on the path of progress and that your heart beats for quality, confidence and courage. 

  Yours sincerely

  Václav Laurin & Václav Klement

  Václav Laurin

  (1865–1930)

  He trained as a locksmith in Mladá Boleslav, where he would go on to found the L&K Company in 1895 together with V. Klement. His technical instinct and talent complemented his co-founder’s managerial skills. In the early days, his personal contribution to vehicle design was considerable. From the beginning, he was responsible for the technical side of the company’s operations.

  Václav Klement

  (1868–1938)

  The other founder was originally a bookseller, but it was he who had the idea of establishing a bicycle manufacturing company in Mladá Boleslav. In addition to the strategic direction of the brand, he was instrumental in its expansion. He was an extremely capable manager with broad vision.

  
  

  130 Years in Motion

  Supplement to the Škoda Mobil employee newspaper
  

  Editor-in-Chief: Dominika Králová 

  Content contributors: Michal Velebný, Lukáš Nachtmann, Radka Vosáhlo, Kateřina Šulcová

  Photo: archiv Škoda Auto 

  Graphic design and production: Boomerang Communication 

  Published: 7 May 2025

• 1895–1904

  L&K Voiturette A

  The first car produced in Mladá Boleslav was equipped with a forked two-cylinder engine.

  
  

  Visionary development leads to first car

  The company Laurin & Klement offered its bicycles to customers as accessories as early as the spring of 1899. The first motorcycle models followed in November 1899. The idea of re-orienting production away from bicycles and motorcycles and towards automobiles was on the minds of the owners from 1900. The road to the first car from Mladá Boleslav was still long, but the first design variations of a double-track vehicle began to appear. For example, on 1 July 1900, they presented the first quadricycle, and a year later at the Vienna Motor Show a second model. A drawing of a possible first car also appeared on the wall of the Mladá Boleslav factory, and a photograph dated September 1903 shows a four-seater car in front of the factory gates, with Václav Klement at the wheel, according to period sources. It is said that this car (apparently a De Dion-Bouton from the outside) was in fact the first L&K car, at least in terms of its engine and chassis. A series of developmental stages bore fruit in 1905 and resulted in the first production car, two functioning units of the Voiturette A car.

  Personality

  Narcis Podsedníček

  (1866–1932)

  A Czech motorcycle designer and one of the first Czech motorcycle racers was one of the factory riders for Laurin & Klement, his long-time employer. His racing success was aided by his ability to improvise; for example, he was able to reduce the very common tyre punctures by inserting a canvas-quilted belt between the tyre and the inner tube. He usually finished races with the tyres punctured down to this belt.

  Motorsport

  Races as promotion and tests of machines

  In June 1901, a year and a half after the start of motorcycle production, the Mladá Boleslav factory decided to prove the qualities of its new product on the race tracks. Participation in the races was for promotional purposes and often featured the factory’s designers. In 1901, the company entered its most important competition: the 1,196-kilometre Paris–Berlin race. The course of the race was dramatic. A total of 104 competitors started, but along the way there were numerous accidents and minor and major injuries among both the racers and the spectators. In the end, only 47 machines reached the finish line. Narcis Podsedníček rode through the entire “hell” on a single-track machine as well. However, his nighttime arrival at the finish line was not documented in any way and, therefore, not even recognised. Nevertheless, he became a symbolic moral winner.

  How life was

  The first work rules

  The year 1898 also brought L&K’s first work rules, which regulated the relationship between the company and its employees in 11 items. For example, the workers undertook to do work other than what was originally assigned to them, if needed. The work rules also included sickness and accident insurance. Until the end of the year, Mrs Klementová, the the wife of the factory owner, managed all the administrative work of the company.

  During the Austro-Hungarian Empire, in 1900, a medium-sized iron stove for household use cost 10 korunas, the annual rent for a room in Prague was 100 to 200 korunas, and you could buy the Slavia 1¼ hp (0.9 kW) motorcycle for 960 korunas.

  1895

  Václav Laurin and Klement join forces, and L&K is founded.

  1896

  At the end of the year, L&K already offers five models of Slavia bicycles.

  1897

  In early April, the expanding company moves to a new location in the “U Vodků” building in Mladá Boleslav.

  1898

  The company’s first factory building is built on the road between Mladá Boleslav and Kosmonosy; 100 years later, it is still part of the carmaker’s premises.

  1899

  The first two L&K motorcycles are officially presented at the Bubenská dráha in Prague.

  1900

  A new assembly hall is built between the original workshop and the hall.

  1901

  The quadricycle – one of the developmental precursors of the future L&K car – is on display at the Second International Motor Show in Vienna.

  1902

  At the Frankfurt Motor Show, the Slavia motorcycle wins first prize.

  1903

  L&K motorcycles win 32 out of 34 domestic and international races.

  1904

  In the heart of Vrchlabí, a new factory for the manufacturer of carriages, buggies, sleighs and luggage is built and will later serve as the foundation of the body plant.

  1899 

  L&K Slavia

  1902 

  L&K B

  1904 

  L&K L

• 1905–1914

  L&K typ S

  The car, built between 1911 and 1916, was powered by a 1,771 cm3 inline four‑cylinder engine.

  
  

  Growth slowed after World War I

  In early 1905, “motorised two-wheelers” dominated production, but the company was developing more powerful engines and working on its first car. It adapted its production programme to offer its customers the widest possible range, and two years later, it presented the largest number of cars at the Prague exhibition. Production at the factory grew steadily, and by 1909, it had already produced more than 400 cars. With the exception of Russia, exports remained rather stagnant, but the new product range – Brons diesel engines – prospered as well. In 1912, the intensive construction of the Mladá Boleslav plant ended, and the Excelsior P4 engine-powered plough made its debut. 

  The horse-drawn carriage is disappearing – here comes the Excelsior!

  Although a total of 600 cars were produced across the monarchy’s territory in 1913, two-thirds of which were L&K, the worsening international political situation and economic recession were already having an impact on the company’s policy. Shortly after the outbreak of World War I, a general mobilisation was declared in the monarchy, which also included L&K employees. The production of civilian car versions and motor ploughs almost stopped, and the plant was adapted to fulfil military orders.

  Personality

  Otto Hieronimus

  (1879–1922)

  This car and engine designer and pilot was one of the most successful automobile racers. He participated in hill climb races in particular. From 1907 to 1911, he worked for the Laurin & Klement Company in Mladá Boleslav, where he was a designer and an excellent racer. In 1908, he set a new class speed record of 118.72 km/h on the world’s first permanent racing circuit at Brooklands in England.

  Motorsport

  Alpine ride – the toughest rally of the early 20th century

  The most demanding sporting events of the early 20th century took place on Alpine terrain. The Semmering hill climb race is one of a long line of successes. In 1908, L&K cars won all three categories in which they competed. One of the predecessors of today’s rallies was the Austrian Alpine Ride, abbreviated as the Alpine Ride. It first started in Vienna in June 1910, where 14 of the 23 cars that started crossed the finish line three days later. Count Sascha Kolowrat-Krakowsky took the overall victory, completing the event without incurring any penalty points. The other cars were driven by Count Paul Drašković and Otto Hieronimus, chief L&K designer. Thanks to them, the Mladá Boleslav brand won the prestigious Team Award and returned to compete in subsequent years.

  How life was

  Work recognition

  In 1906, the employees worked nine hours a day for the minimum hourly wage of 24 cents (plus 15%), receiving a 50% overtime premium. Later, wages were adjusted and night work was paid at a further 100%. In 1912, the workers had a graduated minimum wage according to the time elapsed since their apprenticeship: after one year 31 cents, after two years 35 cents, and after three years 38 cents. If they stayed with the company more than five years, they could receive an even greater amount. A skilled worker could earn two to three korunas a day.

  During the Austro‑Hungarian period (1910), the average monthly wage was 700 korunas (K). In Prague, a worker earned 2.50 K a day, in Moravia only 1.50 K. A loaf of bread cost 20 cents, 1 litre of milk 12 cents, and one egg 6 cents. By contrast, new L&K cars were sold for 10,000 K.

  1905

  At least two operational Voiturette A cars are built by the end of the year.

  1906

  Powertrain production progresses from forked two‑cylinders to the four‑cylinder Type E arrangement.

  1907

  The firm becomes a joint‑stock company, which enables further investment.

  1908

  About 90% of all the Voiturettes sold in the monarchy come from the L&K workshop.

  1909

  Otto Hieronimus builds the unique L&K FCR racing machine with the support of the factory.

  1910

  The company’s stand at the Prague Motor Show indicates that motorcycle production is finally coming to its end.

  1911

  The factory expands to an area of 24,000 m2, with 320 machine tools already operating in the halls.

  1912

  At the corner of Rieger Avenue and Hřbitovní Street, a three-storey office building (today called V1) is built. 

  1913

  The company starts a joint motor‑plough project with Rudolf Bächer from Roudnice nad Labem.

  1914

  The production of passenger cars and motor ploughs stops due to drafts. However, the production of trucks and utility vehicles increases.

  1905 

  L&K Voiturette A

  1906 

  L&K CCD

  1908 

  L&K BSC

  1909

  L&K G

  1909

  L&K GC2

  1911

  L&K LW

  1911

  L&K S

  1913

  L&K SG

• 1915–1924

  L&K Lorraine-Dietrich 450 HP

  Aircraft engines produced under licence in Mladá Boleslav were fitted to aircraft such as the Letov Š-12 and ŠB-16.

  
  

  War production and investments

  In 1915, the factory was unable to meet demand and made no investments in expanding production capacity or supporting facilities. Amid wartime uncertainty, it increased its capital to build a repair shop, brake shop, paint shop, dispatch hall and a “warming house” for employees. The company’s main business was supplying the War Ministry, including the production of cars, buses and road roller engines. The largest series comprised 100 ambulances built on the type O chassis. The powerful passenger cars often operated on the front line as command vehicles, and the army used Excelsior ploughs to build obstacles, haul guns and landscape battlefields. In 1917 the company substantially expanded its MS truck production. The end of the war saw the establishment of an independent Czechoslovakia, but the post‑war countries were in economic decline. In 1919, President Tomáš Garrigue Masaryk visited the Mladá Boleslav factory and stressed the need to produce truly people’s cars. The company accepted the request, yet in 1921, owning a car remained a privilege of the wealthy, as it was associated with high costs and taxation.

  The Škoda trademark is associated with the Škoda engineering group in Pilsen and is the result of more than a year‑long search.

  Personality

  Alexander Joseph
  Kolowrat-Krakowský

  (1886–1927)

  Automobile racer, aviator, founder of the Austrian film industry and shareholder in L&K. During World War I, when he enlisted in the automobile unit, he began making newsreels. Later he founded film studios on his estate, which he relocated to Vienna. His good friend was Ferdinand Porsche, who in 1922 designed a lightweight car called the Sascha.

  A modern customer service centre was established in 1920 in part of the Wallenstein Riding Hall in Prague.

  Motorsport

  The first domestic post‑war race

  The first official post‑war automobile competition in Czechoslovakia was not long in coming. It took place two years after the declaration of independent Czechoslovakia and was organised by the Egerländer Automobile Club on 5 September 1920. Only 12 crews took to the 129.6 km track around Karlovy Vary and Mariánské Lázně, as there were still restrictions on petrol consumption and private driving in the republic. The overall winner was Pavel Münzer from Rakovník, driving a four‑cylinder L&K car type MF. The lower category was dominated by L&K Si cars, which took the first, second and third places. The winning car was driven by Alexander (Sasha) Joseph Kolowrat-Krakowsky.

  How life was

  Saving money and helping others

  In April 1916, the monarchy introduced so-called “summer time” to save coal and electricity. However, two years later, due to a shortage of coal, employee night shifts were dropped, even though the company did not keep up with war production. In the same year, the company distributed approximately 10,000 korunas worth of food to the local poor.

  In the first year of the independent Czechoslovak Republic, an employee was paid between 135 and 260 Czechoslovak korunas (CSK) per month. A kilo of bread cost CSK 3.40, a men’s shirt CSK 25, a kilo of butter CSK 26. A train ticket for a 20-kilometre journey cost CSK 5, a haircut CSK 4, and a litre of beer less than CSK 3.

  1915

  The company is overwhelmed with army contracts and the production of artillery shells, leather gear and other military equipment.

  1916

  After an older type of motor plough with six ploughshares, a smaller three‑row model is introduced into production.

  1917

  Thanks to its wartime production, the company’s net profit grows and is invested in construction and in a fund for employees and for peacetime.

  1918

  Czechoslovakia becomes a republic, and President Masaryk drives through Prague in the L&K M‑type car.

  1919

  President Masaryk, visiting Mladá Boleslav, asks the owners to develop a people’s car.

  1920

  The company invests in customer service and opens the Elka service centre.

  1921

  Excelsior motor ploughs and postal buses account for a large share of the company’s profits.

  1922

  From this year onwards, new license plates appear on all cars in Czechoslovakia.

  1923

  The circular logo with a winged arrow is registered as a trademark by Škoda Works.

  1924

  The biggest engine produced in Mladá Boleslav is the Lorraine‑Dietrich 450 HP 12‑cylinder aircraft engine.

  1918 

  L&K Si

  1919 

  L&K MF

• 1925–1934

  Zubatý’s first work for Škoda was the chassis for the new Škoda 420 car.

  
  

  On the way to the people’s car

  In the mid-1920s, Škoda launched a generous investment programme focused on efficient assembly line manufacturing, followed by an impressive model offensive. A milestone in the development was the merger of the Mladá Boleslav car factory with the Škoda Works in Pilsen in 1925. Two years later, Václav Klement travelled to the USA to study aspects of mass production, including process automation, standardisation of production, and logistics. In April 1933, the Škoda 420 Standard car became the forerunner of a new generation of passenger cars, a compelling response to the economic crisis. 

  The focus of the new production programme was the Škoda 430 model.

  Based on the positive experience with this type, the carmaker developed the Popular model series. Already the introductory Škoda Popular people’s version offered excellent handling on poor roads thanks to its backbone frame, independent all-wheel suspension, favourable weight distribution and precise rack-and-pinion steering. The first prototype was built on 18 January 1934, followed by a further 19 units in a proof series in January and February. On Tuesday, 6 March 1934, the first customer of the Škoda Popular model series, offered from CZK 17,800, was the Zlín-based Baťa Company. 

  Jan Antonín Baťa was to personally receive the new car. A month later, on 9 April, a meeting of the director of the car factory, Karel Hrdlička, resulted in an order for another 30 cars in semi-cabriolet and roadster versions. After the positive experience from the operation of the modern and economical car, the Baťa Company purchased dozens more cars of this series, among others with a closed utility body.

  The Škoda Popular quickly gained extraordinary popularity among motorists. Actress Olga Scheinpflugová, for example, sat behind the wheel of this car, as did the Czechoslovak football team, the 1934 world vice‑champions, led by their captain, goalkeeper František Plánička. The qualities of one of the most affordable cars on the market were confirmed by the triumphant long‑distance drive of four Škoda Popular cars from Prague to Calcutta.

  Personality

  Josef Zubatý

  (1895–1987)

  Czechoslovak engine and car designer who joined Škoda in 1932 and worked on the design of a new concept of Škoda cars. He considered the backbone frame, consisting of a beam with a rectangular profile forked at the front to mount the engine, as the basis. The first Type 420 prototype went into test operation in September of that year.

  Expeditions

  Journeys abroad

  Long-distance drives undertaken by progressively designed Škoda cars attracted worldwide attention. They helped spread the reputation of the young Czechoslovak state while prominently supporting the export of cars from Mladá Boleslav to dozens of countries. The quality and reliability of the basic Škoda Popular model was proved by its performance in demanding terrain and often extreme weather conditions. In May 1934, for example, a team of four Škoda Popular cars, powered by their 15 kW (20 hp) four-cylinder engines, set off from the Prague Autoclub on a journey to India. The seven travellers, led by attorney Zbislav Peters, decided to make the difficult trip through the Balkans and Turkey. In the most difficult parts of their journey, they could only travel 13 km per day. Weighing about 700 kg and loaded with up to 800 kg of crew and cargo, the cars moved from Calcutta to Bombay, from where they continued by boat to Trieste. After less than four months and 15,000 kilometres, they triumphantly completed their journey back in Prague.

  How life was

  The beginnings of corporate training

  The need for skilled labour led the Škoda Group to establish its own apprenticeship school in 1927. In the school’s first year, 58 apprentices were enrolled in three trades and by 1941, for example, 582 pupils were attending the school in the trades of locksmith, turner, saddler, plumber, electrician, wheelwright and painter. In the 1950s, selected employees of the carmaker joined the training and provided the apprentices their practical experience directly in production. However, the company did not avoid layoffs during the economic crisis and, to reduce the impact on employees’ families, introduced “job rotation” (several people alternated at one job in order to stay employed and earn at least a small income).

  The average monthly wage in the country was 789 Czechoslovak korunas (CSK) in 1930. These funds could, for example, buy a men’s woollen suit, which sold for CSK 698, or almost eight pairs of men’s shoes at the average price of CSK 101. To give you an idea of food prices in 1928, a kilogram of bread cost CSK 3.40, a litre of milk CSK 1.95 and a kilogram of butter CSK 25.75.

  1925

  Laurin & Klement merges with Škoda Works in Pilsen.

  1926

  The Škoda Hispano‑Suiza already has customers, including the Office of the President of the Republic.

  1927

  The construction of the new body shop begins. It currently houses the Škoda Academy, including the secondary vocational school.

  1928

  The Škoda 6R and 4R model series are typified and standardised.

  1929

  Belt production begins, with the Škoda 430 as the centrepiece.

  1930

  The automotive division is spun off, and the Akciová společnost pro automobilový průmysl (ASAP) is founded.

  1931

  The Škoda 633, the smallest Czechoslovak six-cylinder, makes its debut at the Prague Motor Show.

  1932

  The Škoda 420 prototype is built, and it will form the basis for the Popular, Rapid, Favorit and Superb model series.

  1933

  The Škoda 420 (also nicknamed the Standard) is introduced as an intermediate step to the Popular series cars.

  1934

  The company introduces a product series where the smaller Škoda 418 Popular is complemented by the bigger Škoda 420 Rapid.

  1925 

  L&K 120

  1926 

  L&K 110

  1928

  Škoda Hispano-Suiza

  1929

  L&K – Škoda 110

  1929

  Škoda 4R

  1930

  Škoda 422

  1930

  Škoda 645

  1932

  Škoda 860

  1933

  Škoda 633

  1934

  Škoda 421 Rapid

  1934

  Škoda 420

  1934

  Škoda 418 Popular

• 1935–1944

  Škoda Rapid 1500 OHV

  The car came out in 1938 and was aided in its speed by the streamlined body shape.

  
  

  Winners over both crisis and competition

  More than 90 years ago, the world was gripped by its deepest economic crisis. However, as fortune favoured the prepared, the Škoda brand emerged stronger. In 1936, it returned to its position as the biggest domestic car manufacturer and exporter. The key to its success was the Škoda Popular, launched in the spring of 1934. It soon represented two-thirds of the brand’s production and, together with its bigger brother, the Škoda Rapid, accounted for up to 95% of orders both domestically and abroad. From August 1938, the carmaker also produced the Rapid OHV version, which featured the 1,564 cm3 engine with 42 hp (the standard Rapid produced 31 hp). The technical improvements and the targeting of more affluent customers were, of course, reflected in the purchase price: CSK 40,280 at the time. Automotive historians know that between 1939 and 1941, a version with an aerodynamically optimised two‑door “motorway-type” body was also produced. The rest of the carmaker’s production included similarly designed cars of higher classes, the Favorit and Superb. Exports were thriving as well, accounting for more than 30% of orders in the last year before the war, 1938.

  Personality

  Karel Arnold Jan Loevenstein

  (1885–1938)

  He was another extraordinary personality who determined the carmaker’s strategic direction. A successful lawyer, financier and manager, he was instrumental in the post‑war stabilisation of Škoda Works, of which he was general director from 1924 and president from 1934 to 1938. After the entry of Škoda Works into the Laurin & Klement Company, he ensured the development of the Mladá Boleslav–based firm with a truly generous investment programme. He is rightfully one of the key figures of the First Republic phase of the carmaker’s history.

  Motorsport

  1,000 Czechoslovak Miles

  Progressively designed Škoda cars successfully participated in all three pre-war editions of the 1,000 Czechoslovak Miles race (1933 to 1935). Although the event was declared as a competition, it was actually a speed race held in regular traffic. In 1935, the race was run from Brno to Bratislava via Pohořelice and Mikulov, reducing the race distance slightly to 1,540 km. However, it was attended by very attractive aerodynamic cars: a trio of large Škoda Rapid Six coupes, which, with a modified and proven six-cylinder engine from the Type 637, reached speeds of up to 130 km/h. No further editions were held, especially in view of the deteriorating international political situation, and participation in the race was not resumed by the carmaker until the 1970s.

  How life was

  Record-keeping, the rise of women, and arrests

  In the late 1940s, production came under the war economy, with workers receiving their personal number badges that they were required to wear at the workplace. Management positions were filled by Reich-German nationals. The same year, the Gestapo arrested 16 employees. From January to December 1943, the number of women employed increased by 47%, and the number of workers increased by 12% year on year. Resistance activities increased among the employees. In the following years, the food supply became limited, workers were issued food ration cards, and employees set up vegetable gardens directly on the premises.

  In 1938, an industrial worker’s salary was 600 to 700 korunas per month. Bread cost CSK 2.25, sugar cubes CSK 6.35, a custom‑made ladies’ dress CSK 600 and a pair of ladies’ court shoes CSK 49, for example.

  1935

  The only aerodynamic saloon, the Škoda 935 Dynamic, is produced.

  1936

  The Škoda brand is No. 1 in the domestic market with a sales share of 27.1%. 

  1937

  From October, the carmaker offers the facelifted Škoda Popular Monte Carlo model.

  1938

  Under the Munich Agreement, Czechoslovakia cedes its borderlands, the Sudetenland, to Germany.

  1939

  On 15 March, the Czechoslovak Republic is occupied, and Adolf Hitler declares the Protectorate of Bohemia and Moravia.

  1940

  The modernisation of Škoda cars is evident in the aerodynamic bodywork of the Rapid 1500 OHV “motorway” cars.

  1941

  260,067 cartridges and 8,998 sets of connecting rods for aircraft engines are produced at the factory instead of cars. 

  1942

  The Anthropoid group members, Jan Kubiš and Josef Gabčík, assassinate the acting Reich Protector Reinhard Heydrich on 27 May.

  1943

  The last of the third series of military cars, the Škoda 952 (Kfz 15), leaves the carmaker.

  1944

  Although work on the development of civilian cars is banned, the designers plan a facelift of the Popular 1101.

  1935 

  Škoda 935 Dynamic

  1935 

  Škoda Rapid II

  1935 

  Škoda 640 Superb

  1936

  Škoda Popular II

  1936

  Škoda Sagitta

  1937

  Škoda Popular Sport Coupe

  1937

  Škoda Popular Monte Carlo

  1937

  Škoda Rapid II Cabrio de Luxe

  1937

  Škoda Rapid II

  1938

  Škoda Popular OHV

  1938

  Škoda Favorit OHV

  1939

  Škoda Popular 995 „Liduška“

  1939

  Škoda Popular 1100 OHV

  1939

  Škoda Superb 3000 OHV

  1940

  Škoda Rapid 1500 OHV

  1940

  Škoda Superb 4000

  1941

  Škoda Superb 3000 KFZ 15

• 1945–1954

  Škoda Supersport

  A sporty derivative of the popular Tudor, produced in just three units in 1950.

  
  

  Unfulfilled dream, mass motorisation

  In 1945, Czechoslovakia was liberated by the Allied troops. The Red Army entered Mladá Boleslav on 10 May, and just three days later, a provisional national administration of the company was established. Personnel and organisational changes followed immediately in June 1945, and at the end of October, the factory was nationalised. In 1947, the Ministry of Industry decided that the Mladá Boleslav factory would be devoted exclusively to passenger car production. Economic policy gradually weakened contacts with developed countries and their markets. The pressure to innovate waned, the economy was centrally planned, the technical level stagnated, the quality of cars declined, and there was a lack of investment funds. The AZNP group was established by a decree of the Ministry of Industry, which merged ASAP in Mladá Boleslav with the Petera car body shop in Vrchlabí, the Kvasiny plant, car repair companies, body shops and aircraft factories. In 1949, after this wave of mass mergers, the opposite tendency began to take hold, and a number of enterprises were released from the AZNP group. These confusions and complicated transfers hampered the recovery of Czechoslovak motoring after World War II.

  Personality

  Jaroslav Matouš

  (1896–1963)

  Perhaps no other engineer developed Škoda cars for as long (1928–1959) as this chief designer. His life’s work centred on the long series of models built on the spine beam chassis frame, a concept used from the Škoda Standard model (1933) to the Škoda 1202 (1973). After a short break, he returned to Mladá Boleslav in 1948 as technical director of AZNP, and before retiring in 1959, he managed to put the still-popular Octavia and Felicia models into production.

  Motorsport

  The fastest car in the country

  The Škoda Supersport with compressor, Type 966, made its triumphant debut in May 1950 at the circuit race in Mladá Boleslav, and soon another unit, now an exhibit at the Škoda Museum, was on the tracks of both domestic and foreign races. In October 1953, Václav Bobek Sr, in this car equipped with a 1,500 cm3 engine and two compressors, became the winner of the official Record Day at Barrandov when he set a new Czechoslovak speed record with an average speed of 197.7 km/h. The meticulously restored original from the Škoda Museum’s collections returned to the race track as part of the 2023 Le Mans Classic veteran event.

  The van bodies, designated Station Wagon (STW), proved highly practical.

  How life was

  How the Communists managed the crisis

  After the Communist coup, the nationalised industry followed the Soviet model with a five-year plan. Subsequently, the new era had its new heroes as well: shock-workers who raced to meet and improve labour standards. No one knew then that monetary reform would take place in 1953. Pensioners and families with children did not reach pre-reform living standards again until 1960.

  Old cash up to CSK 300 was converted at a rate of 5 : 1 during the currency reform. In all the other cases, the exchange rate was one new koruna for 50 old korunas. Within four days, 49.1 billion was exchanged for 1.4 billion new korunas. The average exchange rate was 35 : 1.

  1945

  On 9 May, one day after Germany’s surrender, the Soviet Army bombs Mladá Boleslav.

  1946

  A decree by the Ministry of Industry establishes the AZNP and incorporates the Vrchlabí body plant as well.

  1947

  The Škoda 1101 Tudor becomes the main production model until 1952.

  1948

  On 25 February, the Communists take power in Czechoslovakia and remain in power for more than 40 years.

  1949

  The Kvasiny factory becomes part of the AZNP, but Škoda cars were produced there before.

  1950

  The Škoda Supersport racing car is built in three units.

  1951

  Under the pressure from the Soviets, the orientation of Czechoslovak industry fundamentally changes, and the first Tatraplan is built in Mladá Boleslav, but it lasts less than a year.

  1952

  The Škoda 1200 is built, the first car from Mladá Boleslav with an all-metal body.

  1953

  Some 1,200 STWs are built at the Vrchlabí plant from spring.

  1954

  It is decided at the ministerial level that the Vrchlabí plant should curb civilian production, but a shortage of ambulances brings the plant back into play the following year.  

  1948 

  Škoda 1101 „Tudor“

  1948 

  Škoda 1101 „Tudor“

  1948 

  Škoda 1101 „Tudor“

  1948

  Škoda Superb OHV

  1949

  Škoda 1101 VO/P

  1949

  Škoda Sport

  1950

  Škoda Supersport

• 1955–1964

  Škoda 1000 MB

  The first mass-produced Czechoslovak car of progressive design, featuring a lightweight rear engine.

  
  

  A revolution called Škoda 1000 MB car

  A new generation of winged-arrow cars was referred to as NOV (the Czech abbreviation for New Passenger Car) during its development phase. The start of series production was preceded by demanding tests. By May 1962, 50 prototypes had covered over 1.5 million km. Tests of the brake, fuel and cooling systems took place in the Caucasus, where a trio of cars faced temperatures up to 45°C in the shade. The final type designation of the Škoda 1000 MB four-door sedan reflected the displacement rounded to 1,000 cm3, while the abbreviation MB indicated production in Mladá Boleslav. After the era of the popular front-engine, rear-wheel drive Octavia series, the new car in the spring of 1964 brought a revolutionary change – the litre-class engine was housed at the rear of the lightweight, self-supporting body and powered the rear wheels. Moreover, the progressively designed car was built in a new part of the Mladá Boleslav production plant. This was one of the most modern automobile factories, which used cutting-edge technology to produce the Škoda 1000 MB. European primacy was represented by the die-casting of the engine block and the four-speed manual gearbox housing from aluminium alloy based on patents by Czech engineer Josef Polák from the 1920s. This significantly reduced production time and energy consumption.

  Personality

  Josef Velebný

  (1906–1989)

  He worked at the Mladá Boleslav car factory in the second half of the 1920s, but his most important achievements were connected with the post-war era. As the head of the Škoda body design, he was at the forefront of major technological breakthroughs – the transition from mixed construction, i.e. with a plated shell, to an all-metal body on a separate chassis (1952: Škoda 1200) to the next step, a self-supporting all-metal body (Škoda 1000 MB). After retiring, he made a major contribution to the development of special products to meet the needs of local markets, from New Zealand (Trekka) to Pakistan (Skopak) and Turkey (Škoda 1202 Kamyonetleri).

  Motorsport

  Successful return to the world’s race circuits

  The 1960s were a very interesting decade, when the Mladá Boleslav carmaker tried to take advantage of the cautious Czechoslovak opening to the world. A logical step towards promotion was, therefore, the effort to send Škoda cars to famous foreign competitions. The long rally marathons were real stress tests of both equipment and crews, and the ever-accelerating competition cars offered spectators an attractive spectacle. Participation in the rally was not financially burdensome, so numerous teams modified their competition cars themselves. All they needed was a good base, and that is exactly what the production 1960 Škoda Octavia Touring Sport was, which can be considered the true predecessor of today’s Škoda Octavia RS. Its greatest successes came at the Monte Carlo Rally and the Finnish Thousand Lakes Rally.

  How life was

  Jetřichovice and volunteers

  The first Jetřichovice children’s camp was organised in 1957, when the carmaker managed to build it in just three months of the land being handed over, with the help of the then trade unions. The carpenters built the frames, the saddlers sewed mattresses and pillows, the plumbers connected the water, and the electricians connected the electricity. Other employees helped build the camp over three weekends in June. According to reports at the time, these jobs were not paid, and everyone had to provide their own food. They left Gate 3 at 2 p.m. on Saturday, and the volunteer workers returned on Sunday evening. This allowed the first 130 children to enjoy their camp that year.

  In the mid-1960s, the average salary was about CSK 1,500. Bread cost CSK 2.60, and a car could be bought for CSK 44,405.

  1955

  The Škoda 440 prototype, later nicknamed “Spartak”, is introduced.

  1956

  11,000 Škoda 440s are exported to 60 countries.

  1957

  Vintage Car (Dědeček automobil in Czech), a film dedicated to the history of motoring, is released.

  1958

  The Mladá Boleslav circuit is the venue for the triumphant premiere of the Škoda 1100 OHC car.

  1959

  The carmaker presents its attractive Felicia convertible at the Geneva Motor Show.

  1960

  The Brno Motor Show is the venue for the premiere of the Škoda Octavia Combi, produced in Kvasiny.

  1961

  The carmaker presents the facelift of the Škoda Octavia and Felicia models in Geneva.

  1962

  The company’s Ventil newspaper introduces the new Škoda Octavia TS 1200 and Felicia Super cars.

  1963

  The conversion of one of the NOV prototypes produces an atypical estate car nicknamed Hajaja.

  1964

  The carmaker presents its Škoda 1000 MB car at the Brno Motor Show.

  1956 

  Škoda 976

  1956 

  Škoda 1201 „Sedan“

  1956 

  Škoda 1201 STW

  1957

  Škoda 1100 OHC

  1957

  Škoda 1201 Ambulance

  1957

  Škoda 440 „Spartak“

  1958

  Škoda 440 „Spartak“

  1959

  Škoda 450

  1960

  Škoda Octavia

  1961

  Škoda Felicia

  1961

  Škoda Felicia

  1963

  Škoda 1000 MB Combi „Hajaja“

  1964

  Škoda Octavia Combi

  1964

  Škoda Octavia „Drak“

• 1965–1974

  Škoda 110 Super Sport

  The body study for the sporty two-seater coupé was created in Kvasiny and originally featured a white paint scheme.

  
  

  Promising cooperation halted by Normalisation

  In the second half of the 1960s, the new factory in Mladá Boleslav was already running at full speed, but it was not limited to the “MBs”; it also worked on modern, higher-class cars with a classic drive concept. In 1968 and early 1969, several prototypes of the Škoda 720 were built, with bodies designed by Josef Brokeš and Jan Žáček. These cars were referred to as “preliminary prototypes” in internal AZNP documents. They were intended to allow development and testing until the collaboration with the Turin-based Ital Design studio could be realised. This was done just after the political situation eased, with the assumption that the new 1,250 cm3 and 1,500 cm3 OHC engines would find their markets in the West. In February 1969, a contract was signed with Ital Design, founded the previous year by the 30-year-old Giorgetto Giugiaro. He first visited Mladá Boleslav in April 1969, and in the four months between the start of negotiations and the end of August, his team, in collaboration with the carmaker, took the project from sketches to a working sample of the Škoda 720 ID. The extremely elegant 4.4‑metre sedan reached a speed of 157 km/h on 14‑inch wheels. However, the advent of Normalisation sent the project to the sidelines, and eventually, it completely disappeared.

  Personality

  Stanislav Cinkl

  (* 1944)

  Stanislav Kinkl joined AZNP in 1958 and started in the building known as the Bronzák, which now houses the Škoda Museum. At the carmaker, he was involved in the development and subsequent modification of the Ferat car (Škoda 110 Super Sport) for the Ferat Vampire film. Fans of the brand know him as the longtime (1992–2012) coordinator of prototype assembly, that is, head of the prototype workshop. He was also instrumental in pushing the front-wheel drive system and bringing the prototypes to a shape ready for serial production. He is currently an active senior citizen, cooperates intensively with the Škoda Museum and contributes to a number of specialist publications on the history of the brand.

  Motorsport

  European Class Formula

  The Mladá Boleslav factory also reacted to the change in the regulations of the traditional Formula 3 monopost category in 1964. The project received its Škoda 992 designation, which revealed its affinity with the Škoda 990, a brand-new MB car. During the 1965 season, three new formulae appeared at the races, and right from the beginning of their career, they collected laurels in all the events they took part in. In 1966, Jaroslav Bobek won the national championship with his Škoda F3 monopost, and in 1968, Miroslav Fousek won the F3 championship of the socialist countries. In international competitions in the late 1960s, they increasingly had to face stiff competition from the Western European formulae. However, the nimble Škoda F3s stood up with honour and rightfully joined the golden archive of motorsport. 

  How life was

  Plant catering

  At the end of 1968, the carmaker moved its lunch preparation to a new raw materials kitchen with much greater capacity. The plant paid for in-kind costs, such as materials, services and non-production expenses. The cost of food and wages were paid out of the sales of the factory catering. The price of lunch at that time was CSK 3.90, and employees could choose from four types of meals: two meat, one meatless and one vegetable meal.

  At Mototechna in 1974, you could buy the Škoda 100 for CSK 45,000 and the Škoda 110 R Coupé for CSK 79,100. However, the average wage at AZNP was around CSK 2,482. A loaf of bread cost CSK 2.60 and a litre of milk CSK 1.90.

  1965

  Off-road cars based on Škoda models such as the Trekka are built in New Zealand, Pakistan and Turkey.

  1966

  Premiere of the Škoda 1000 MBX De Luxe two-door car.

  1967

  The Octavia Combi for the 1968 model year is traditionally presented in Brno.

  1968

  The first example of the Škoda 1203 car is produced at the reconstructed Vrchlabí plant.

  1969

  The carmaker introduces the new Škoda 100/110 model and reconstructs the plant for its production start-up.

  1970

  Production of the Skopak car starts in Karachi, Pakistan, under the direction of Josef Velebný.

  1971

  The coupé, later known as the Škoda 110 Super Sport, is introduced to the public and built in Kvasiny.

  1972

  The Škoda Buggy is built at the development centre, the body is the product of apprentices at the AZNP vocational school.

  1973

  The millionth rear‑engine car rolls off the production line at the Mladá Boleslav plant.

  1974

  The racing premiere of two units of the Škoda 200 RS car.

  1965 

  Škoda F3

  1966 

  Škoda 1000 MB

  1967 

  Škoda 1000 MB Rallye

  1969

  Škoda 1100 MBX

  1969

  Škoda Trekka

  1971

  Škoda Buggy

  1971

  Škoda 1000 B5

  1971

  Škoda Super Sport „Ferat“

  1971

  Škoda 110 R

  1972

  Škoda Spider B5

  1973

  Škoda 110 LS

  1973

  Škoda 760

  1974

  Škoda 200 RS

  1974

  Škoda Buggy

• 1975–1984

  Škoda Rapid

  This model followed the pair of Škoda 110 R and Škoda Garde and received a wider body in August 1983.

  
  

  Search for a Western-type car

  In the late 1970s, the Czechoslovak car industry was facing a challenging situation. It needed to replace its outdated range of rear-engine cars with a modern front-drive version. As a result, the Škoda 780 project was initiated at AZNP, with work beginning on the development of front-wheel drive passenger cars with the power unit mounted transversely. Starting in 1980, several study samples and three dozen prototypes were gradually produced. Things took a new direction in December 1982, when the government set a deadline of 30 June 1985 for the completion of the development of the new car and scheduled the start of series production within five years of the resolution. Everything was set in motion when, in March 1983, the new head of development, Petr Hrdlička, went to the Geneva Motor Show in search of a design centre that would design the new car and to build prototypes. Eventually, the carmaker chose the Turin-based Stile Bertone studio and commissioned it to design the hatchback, saloon and coupé and produce an interior prototype and 19 body prototypes of various designs, including a station wagon. However, the body design itself was excellently handled by the Mladá Boleslav carmaker’s team. And the Škoda brand did not deviate from its path. The result of these efforts was the Škoda Favorit hatchback at the end of the 1980s.

  Personality

  Giuseppe „Nuccio“ Bertone

  (1914–1997)

  Automotive designer and engineer who took over Carrozzeria Bertone from his father Giovanni after World War II and built the small business into the automotive and design superpower Stile Bertone. In the 1960s, the studio built more than 31,000 bodies for the Fiat, Alfa Romeo and Lamborghini brands. 

  Some of the Italian designs for the future car were very futuristic. The final shape matched the ideas and technological possibilities of the time.

  In 1983, he came to sign a contract with AZNP and brought back the initial sketches for the planned Western‑style car, which became the basis for the Favorit in 1987. 

  Motorsport

  Drivers loved it, competitors hated it

  It is hard to believe that the Škoda 130 RS, for a long time the best sports car from Mladá Boleslav, made its first appearance in Most at the end of April 1975. Less than a month later, it was in full action in Brno at the European Touring Car Championship, where it took the third and fourth places in the under 2,000 cm3 class. It started its first rally season in 1976 and a year later shone at the Monte Carlo Rally. Václav Blahna and Lubislav Hlávka took first place in their class up to 1,300 cm3, with Milan Zapadlo and Jiří Motal in second place. It was this crew that managed to take ninth place in the overall ranking at the Acropolis Rally a year later, and a year after that, the car finished eighth overall at this event. The official career of this coupé on domestic circuits ended with the 1983 season.

  How life was

  Data heart

  For decades, AZNP used punch-card machines to process payroll and warehouse management. Later, however, the company included dispatching operators into production, and the need arose to acquire the first hall computer. It appeared at AZNP in 1969–70 and was installed in the V8 building. At the end of the 1970s, this was the place where the computer halls were built, and they served the carmaker for almost 35 years. They ceased operations in 2014.

  The average salary was CSK 2,875 in 1984. However, the prices of goods were a political issue and decided by the Central Committee of the Communist Party of Czechoslovakia. Those who wanted a new car had only three options: Mototechna, Tuzex and several Škoda stores. However, the choice was limited and the waiting periods long.

  1975

  The first unit of the Škoda 130 RS coupé is completed in late winter.

  1976

  The Škoda 120 makes its debut in Brno.

  1977

  In Kvasiny, Eastern Bohemia, another elegant model is born: the Škoda Garde.

  1978

  Production of the Škoda 120 GLS saloon begins at the Vrchlabí plant.

  1979

  AZNP probes the possibility of purchasing a licence for the EA 801 series of engines from Volkswagen.

  1980

  Development of the Škoda 781 SV1 front‑wheel drive passenger car continues.

  1981

  The first operational prototype of the Favorit car is completed. It is a red hatchback with a modified four-cylinder OHV engine from the Škoda 105 model.

  1982

  A series of four prototypes enters the driving test phase and is designated Škoda 781 P1.

  1983

  Collaboration with Stile Bertone of Turin begins on the design of a new car based on the Škoda 781 version.

  1984

  Production of the Škoda 130 L saloon begins and the Rapid coupé is launched as well.

  1975 

  Škoda 110

  1976 

  Škoda 130 RS

  1977

  Škoda 120

  1977

  Škoda 130 RS

  1978

  Škoda 120 GLS

  1978

  Škoda 130 RS A5

  1980

  Škoda 110 R

  1983

  Škoda Garde

  1984

  Škoda 130 LR

• 1985–1994

  Škoda Favorit 

  A collaboration with Italian designers resulted in a change to a front-wheel drive concept.

  
  

  The brand takes a second wind

  The carmaker continued with a series of prototypes that underwent numerous tests and trials. A revolutionary change in the company’s history occurred in 1987. The new Škoda Favorit, with its modern design, met customer demands, and the carmaker entered the coming years with a substantial competitive advantage. This successful hatchback contributed significantly to VW’s decision to take part in the privatisation of the Czech company, and Škoda became its fourth brand in 1991. This integration remains one of the most successful examples of the privatisation of Czechoslovak state assets in the early 1990s. The entry of a strong strategic partner allowed for generous development, as well as a significant increase in quality and an expansion of the range to include higher-end models. The successor to the popular Favorit model was the Škoda Felicia in 1994, which was the first car developed after the merger with VW. This gave it access to Group technology, engines and modern safety and comfort equipment, which had a positive effect on its extraordinary sales success. Throughout its career, it saw a number of special versions and editions, including the very first Laurin & Klement version in 1995.

  Personality

  Petr Hrdlička

  (* 1934)

  The son of the pre-war director of the car factory, Karel Hrdlička, and father of the current head of chassis and powertrain development, Martin Hrdlička, started out as an apprentice at the carmaker. Later on, from 1963 to 1964, he worked as the gear facility’s chief workshop manager. He then worked in Switzerland and at the Institute for Motor Vehicle Research in Prague. 

  A total of 42 inventions were registered on the new Favorit.

  In March 1983, he was put in charge of the project for a new generation of front-wheel drive car, later known as the Škoda Favorit. He also worked as an external consultant on the Škoda Felicia pick-up projects, including the Felicia Fun leisure variant. 

  Motorsport

  When the Favorit is the favourite

  In January 1991, after a long break, the Škoda Motorsport team returned to the Monte Carlo Rally, the oldest automobile competition. The modern design of the car allowed the talents of the young crew of Pavel Sibera and Petr Gross to shine through. This duo won the A class up to 1,300 cm3 at the rally four times in a row (1991–1994). Incidentally, in the 1993 season, the 1,300 cm3 Favorit 136 L also finished fourth in the class for cars with engines up to 2,000 cm3 and a 4 × 2 drive configuration. Drivers praised the handling of the Favorit special. The car sat like a go-kart, tending to lift onto two wheels rather than skid when cornering at high speed. In the 1994 season, the Škoda brand dominated the official FIA championship in the class of cars with an engine up to 2 litres and a single driven axle.

  How life was

  Linking theory with practice

  Since the merger with the VW Group, the carmaker has run several programmes aimed at gradually integrating young talent into the company’s processes. The Trainee Programme, for example, has been an integral part of Škoda Auto since 1993 and has already seen more than 700 university graduates from all over the world pass through it. During their rotations and with the help of mentors, they have had the opportunity to experience what it is like to work at Škoda Auto and to start their careers there. In addition to this project, the carmaker also opens its doors to interns, Ph.D. students and other promising talents.

  In 1994, the base model Felicia cost CZK 207,000, which at the time meant 30 monthly wages, with the average wage at CZK 6,760. You could buy a cube of butter (250 g) for CZK 21.80 and a loaf of bread for CZK 10.22.

  1985

  Six prototypes of the Škoda 781 B (Bertone) are built during the first three months of the year.

  1986

  A series of demanding operational tests of the Škoda 781 in the Alps and on the Riviera comes to a conclusion.

  1987

  The Škoda Favorit makes its debut at the 29th International Engineering Fair in Brno.

  1988

  Production of the Favorit starts at the Mladá Boleslav plant, although the first private customer does not receive it until February 1989.

  1989

  After 41 years, the Communist regime falls on 17 November.

  1990

  In Mladá Boleslav, representatives of the carmaker and the VW Group hold their first official talks.

  1991

  In April, Škoda becomes an official member of the growing VW Group and a new era begins.

  1992

  In the summer of 1992, Vladimír Mečiar and Václav Klaus agree to split the federation, with the fates of the Czechs and Slovaks continuing in two separate states.

  1993

  The company logo is modified, and the independent Czech Republic is established.

  1994

  Series production of the Felicia starts at the Vrchlabí plant.

  1985 

  Škoda Favorit by Bertone

  1986 

  Škoda 105

  1986 

  Škoda 782

  1987

  Škoda 783

  1988

  Škoda Favorit

  1988

  Škoda Rapid 135

  1989

  Škoda 125 L

  1989

  Škoda 781 Tremp

  1990

  Škoda Rapid LDD

  1991

  Škoda 786

  1992

  Škoda Favorit

  1993

  Škoda Favorit 136 L/A

  1993

  Škoda Forman

  1993 

  Škoda Fun

• 1995–2004

  Škoda Superb 

  The brand’s new flagship 3D sedan body from 2001.

  
  

  Dynamic development andexpansion

  The carmaker’s development was made possible by a comprehensive investment programme coordinated with the VW Group. From 1991 to March 2016, the Škoda brand invested more than CZK 300 billion in new models, research, development and the expansion of production capacity in the Czech Republic. Moreover, it was – and remains – the only carmaker that not only produces cars in the Czech Republic but also develops them. In the spring of 1991, the Mladá Boleslav development department had 600 employees, but their number continued to grow, reaching almost 2,000 highly qualified specialists by 2015. Thanks to their abilities, Škoda cars have stood out for their typical advantages, such as above-average spaciousness, top functionality and modern technology. Following the merger with VW, the three Czech production plants from 1991 (Mladá Boleslav, Kvasiny, Vrchlabí) were joined by production facilities in China, India, Russia and Slovakia, supplemented by assembly plants in Ukraine, Kazakhstan and, more recently, Vietnam. Škoda’s first model, which paved the way for its position as a volume manufacturer, was the 1996 Octavia. Its range of space and convincing value for money subsequently became a firm part of the identity of all Škoda products.

  Personality

  Ludvík Kalma

  (1941–1996)

  He became chairman of the carmaker’s Board of directors in the same year it merged with VW. Between 1991 and 1996, he was instrumental in the successful transformation of the company from a state-owned enterprise into a modern, highly competitive company. The highlight of his work was the Škoda Octavia, the first mid-size car in the brand’s modern history, which began rolling off a new production line at the Mladá Boleslav plant in 1996. Unfortunately, he did not live to see any further “modern” Škoda successes, as on 24 November 1996, he was tragically killed in a car accident through no fault of his own.

  The robust base of the Octavia model is the Group’s platform (in red) with Škoda‑specific parts.

  Motorsport

  Hot iron in the fire

  At a press conference before the start of the 2003 Monte Carlo Rally, fans finally saw the car when the carmaker officially confirmed its development, and in early March, the Fabia WRC was unveiled for the first time in Geneva. The car had its first live deployment at the 2003 Rally Deutschland World Championship, followed by the demanding Rally Finland. In early November 2005, the carmaker disbanded its factory team in the WRC. It was replaced by two private teams, which Škoda Auto continued to support. Paradoxically, in the fourth round of the series, young Jan Kopecký achieved the best-ever result for this car in the World Championship. Only 24 units of the Škoda Fabia WRC were eventually produced, and its career ended with the arrival of the second generation of the production Fabia, with which Škoda motorsport soon began to write a completely new successful chapter in its history.

  Exposition

  Fascinating automotive history

  In 1995, on the occasion of the celebration of the 100th anniversary of car production in Mladá Boleslav, the carmaker opened the new Škoda Museum, housed in a building formerly known as the Bronzák. Before World War I, it was used for the licenced production of Brons diesel engines. The museum includes an extensive depository, restoration workshops, company archives, other specialist departments and a number of lecture and exhibition halls. The Škoda Museum’s collection currently comprises some 360 items, including mostly series-produced passenger cars, racing specials and prototypes, several dozen engines, four motorcycles and the 1899 Slavia bicycle, which is also the oldest exhibit. The collection includes the first Voiturette A car, the “Ferat” movie hero, but also a fleet of 24 cars that regularly take part in car shows and vintage rallies. The prototype and sports car depository in the former foundry is open to the public. The Škoda Museum underwent further modernisation in 2012.

  How life was

  Employees at the heart of the action

  At the end of 2002, Škoda Auto had 21,291 internal employees with an average age of 38. Despite the significant expansion of production capacity, a high proportion of experienced staff remained. The average Škoda employee has been with the company for 11.8 years. Moreover, the company was considered one of the most valued Czech employers. The company’s social responsibility strategy, which is based on helping and supporting others, contributes to this. In addition to the carmaker, the employees are also involved in staff fundraisers and various volunteer activities.

  In 2004, the average wage was CZK 17,267, and the price of the first-generation Octavia was CZK 349,900, so you could have it for 20 wages. A loaf of bread cost CZK15.68 and a litre of milk cost CZK 7.97 on average.

  1995

  The cornerstone of the new plant for modular production of the Octavia is laid.

  1996

  Škoda Auto opens a new paint shop in Mladá Boleslav, as well as the most modern factory in Europe, where Škoda Octavia cars are produced.

  1997

  Škoda Auto presents the Octavia Combi concept at the Frankfurt Motor Show.

  1998

  The Felicia is facelifted, and the main production plant is expanded to include the modern M14 welding plant.

  1999

  In mid-September, the Fabia officially premieres, the first VW Group car to be based on the A04 chassis platform.

  2000

  After entering the Indian market, the carmaker begins building its first plant in Aurangabad (now Chhatrapati Sambhajinagar). 

  2001

  At the IAA in Frankfurt, Škoda Auto unveils its new Superb, which becomes the brand’s flagship model.

  2002

  The Fabia range is expanded to include a utility version, the Fabia Praktik.

  2003

  The Brno Motor Show is the venue for the premiere of the Fabia WRC and Fabia RS sports cars.

  2004

  The second-generation Octavia makes its debut in Geneva.

  1995 

  Škoda Felicia

  1996 

  Škoda Felicia Combi (Policie)

  1996

  Škoda Felicia Kit Car 1500

  1997

  Škoda Felicia Fun

  1997

  Škoda Octavia I

  1997

  Škoda Octavia Combi I

  1998

  Škoda Felicia Combi

  1998

  Škoda Felicia Golden Prague

  1998

  Škoda Octavia Combi I Country

  1999

  Škoda Fabia I

  1999

  Škoda Octavia Long

  2000

  Škoda Fabia Combi I

  2001

  Škoda Octavia WRC

  2001

  Škoda Superb I

  2003

  Škoda Fabia WRC

• 2005–2014

  Škoda Superb II

  Model produced in 2011. The carmaker currently offers the Superb IV generation as well.

  
  

  A pioneer not only in the SUV world

  Škoda’s first modern SUV was called the Yeti, and its concept was presented by Škoda Auto at the Geneva Motor Show in 2005. It was still a design exercise, building on the previous Roomster concept and refining certain parts of Škoda’s intended design language. Reactions to the new concept from the professional and general public were very favourable, and the carmaker began preparing a production version. In addition to showing what a new Škoda SUV might look like, the concepts showed a number of clever and practical solutions that the designers considered. For example, they had just one wiper hidden in the right front pillar, the fifth door was two-piece, and the lower section, which folded level with the floor, could be used as a bench seat. While the concepts were compact crossovers that had an outdoorsy and urban character and aimed at a younger, active audience, the production Yeti managed to appeal to a much wider range of customers in 2009, becoming a true SUV with an extremely practical and versatile interior. It remained in production until 2017, its position in the range later being taken over by the popular Karoq.

  Personality

  Jozef Kabaň

  (* 1973)

  A graduate of London’s Royal College of Art, Jozef Kabaň became Škoda Auto’s chief designer in February 2008, aged just 35. He moved to Mladá Boleslav from the Audi brand. His team gave the cars with the winged arrow in the logo a distinctive look: Think of the third generation of the Fabia, Octavia and Superb model lines. 

  The Vision C concept was developed under the supervision of Jozef Kabaň and was a preview of the next-generation Superb.

  Among other influences, the design language he championed was inspired by the traditional Czech crystal cut. He left his position in 2017. 

  Motorsport

  Historic triumph for the Škoda brand

  In 2011, for the first time in its history, the carmaker claimed the world rally championship title. It was won by the Red Bull Škoda team of Juho Hänninen and Mikko Markkula in the Fabia Super 2000 in Spain in the last round of the SWRC Championship. This marked Škoda’s debut in an SWRC event. From 2013, the car was also involved in the European Rally Championship, where it dominated for the following three seasons. The icing on the cake, and the final chapter in the car’s successful factory career, was Jan Kopecký and Pavel Dresler’s victory in the Asia Pacific Championship in 2014. The special also secured further wins in national competitions. Overall, between 2009 and 2014, the drivers of this special won a total of 50 national and international titles worldwide.

  How life was

  Simply Clever in DNA

  Clever and simple solutions have been part of the carmaker’s history from the beginning. Although the phrase Simply Clever only started to be used in its modern history, you can find similar elements in its past. For example, the first L&K motorcycle had its engine mounted down in the frame rather than above the front wheel, and in 1925, the Škoda 110 offered the concept of two bodies in one. Today’s Škoda models include around 30 to 40 Simply Clever features, with more coming with each new model. Some of these were invented by employees because the brand’s DNA runs in their veins.

  In 2014, the average wage was CZK 25,686, a cube of butter cost CZK 42.90, and a litre of milk cost CZK 9.32. The price of the Yeti was CZK 340,000, which represented about 13 monthly wages.

  2005

  At the Geneva Motor Show, the carmaker presents its Škoda Yeti compact SUV concept.

  2006

  The Roomster series dominates in Geneva, while in December, the Škoda Scout takes centre stage in Essen, Germany.

  2007

  At the Geneva Palexpo, Škoda Auto presents its Fabia with a hatchback body.

  2008

  Jozef Kabaň becomes the chief designer, and the carmaker introduces its second-generation Superb. 

  2009

  Production of the Yeti starts in Kvasiny, and the Superb Combi is launched in Frankfurt.

  2010

  In Geneva, Škoda Auto presents the powerful Fabia RS and Fabia Combi RS models.

  2011

  The Mission L concept appears in Frankfurt, and just a few days later, the carmaker unveils the new Citigo.

  2012

  Just a few months after the Citigo goes on sale, the carmaker presents the compact Škoda Rapid in Paris.

  2013

  The world premiere of the third-generation Octavia Combi takes place in Geneva.

  2014

  Škoda Auto unveils the Vision C design concept. This five-door coupé is a preview of the next Superb.

  2008 

  Škoda Octavia II

  2008 

  Škoda Octavia Combi II

  2009

  Škoda Yeti

  2011

  Škoda Superb II

  2011

  Škoda Vision D

  2012

  Škoda Fabia Super 2000

• 2015–2025

  Škoda Elroq

  The first all-electric compact SUV to adopt the new Modern Solid design language.

  
  

  Entering the electromobility era

  Since its merger with VW, Škoda Auto has transformed from a regional brand into a highly successful international manufacturer. In its anniversary year, which marks 130 years since the company was founded, 120 years since the start of passenger car production and 100 years since its merger with the Škoda Group in Pilsen, it boasts the widest model range in the company’s history, including fuel-efficient cars with internal combustion engines, hybrids and electric cars. It is the Enyaq model that moved the brand furthest towards an electric future by combining all the strengths of Škoda’s cars with modern technology. The Enyaq model is the result of 130 years of experience, innovation, competence, creativity and enthusiasm and is set to lead the brand into a sustainable, electric future. The car made its world premiere in 2021, and this year, the carmaker has unveiled an upgraded version featuring all the elements of the new Modern Solid design language. Today, Škoda Auto is active in more than 100 markets, undergoing a significant transformation under the Next Level Škoda Strategy from a car manufacturer to a Simply Clever company providing optimal mobility solutions. In so doing, it follows the path set out 130 years ago by the visionaries Laurin and Klement.

  Personality

  Oliver Stefani

  (* 1964)

  Oliver Stefani graduated in vehicle design from the Art Center College of Design in California and worked as a designer at Volkswagen from 1992 to 1999. He returned to Volkswagen three years later and worked as a team leader in the design area. In 2015, he took over leadership of Volkswagen’s exterior design. Since 1 September 2017, he has been the head designer at Škoda Auto. His team is currently implementing the new Modern Solid design language across the carmaker’s portfolio.

  Motorsport

  Winning special

  A completely new class of competition cars was introduced to world motorsport in 2012 under the name R5. It still exists today but is now called Rally2. The Škoda Motorsport team developed a corresponding car based on the Fabia, which became the most successful model in this category. The Škoda Fabia R5 made its debut in the spring of 2015 at the World Rally Championship in Portugal. Driving the Škoda Fabia R5, Rally2 and Rally2 evo specials, the drivers have won a number of events in snowy Sweden, on gravel tracks in South America, Australia and Africa, on soft and extremely fast gravel stages in Finland and on asphalt in Italy, Spain and Lebanon. The current version, the Škoda Fabia RS Rally2, which is based on the fourth generation of the car, continues on a path lined with extraordinary success and an unprecedented number of victories.

  How life was

  Masters in digitalisation

  The transformation of the automotive industry, the creation of promising jobs and the introduction of innovative technologies – these describe the current aspirations of the automotive industry and also affects the employees, who must learn to work with the technologies of the future in the form of AI and other digitisation tools. These changes include the adoption of agile working principles, which are becoming a normal part of everyday work.

  Czechs are starting to change their buying habits. They buy only as much food as they consume, which contributes to reducing waste and a more sustainable lifestyle. According to CSO data, food consumption fell by 40 kg in 2023, to 788 kg per person.

  2015

  The Vrchlabí plant wins the 2015 Factory of the Year award.

  2016

  Presentation of the Vision S study in Geneva and the Kodiaq SUV in Berlin in the autumn.

  2017

  The new Škoda Karoq SUV introduced in Stockholm.

  2018

  The redesigned Fabia is unveiled in Geneva, and the new Scala is revealed in Tel Aviv.

  2019

  The first production Citigo iV and Superb iV models roll off the line.

  2020

  Despite the COVID‑19 pandemic, Škoda Auto produces more than 750,000 cars in its Czech plants.

  2021

  The Indian model Kushaq and the new-generation Fabia have their world premieres in May.

  2022

  The family of fully electric cars grows with the addition of the Enyaq Coupé RS version. The Karoq SUV is modernised.

  2023

  The fourth-generation Superb and the second generation Kodiaq SUV make their debut. The Scala and Kamiq models are refreshed.

  2024

  The Elroq marks the next chapter in electromobility, and the Octavia is given a new look.

  2025

  The Elroq RS is introduced, along with an updated version of the Enyaq.

  2016 

  Skoda Kodiaq

  2016 

  ŠKODA Vision S

  2017 

  Skoda Karoq

  2017

  Skoda Octavia III

  2017

  Skoda Octavia Combi III

  2018

  Škoda Superb III

  2019

  Skoda Citigo iV

  2019 

  Škoda Kamiq

  2019

  Škoda Octavia iV

  2019

  Škoda Scala

  2019

  Škoda Superb iV

  2019

  Škoda Superb Combi iV

  2019

  Škoda Fabia Rally2 evo

  2020

  Škoda Enyaq

  2021

  Škoda Kushaq

  2021

  Škoda Slavia

  2022

  Škoda Fabia RS Rally2

  2022

  Škoda Enyaq Coupé iV

  2022

  Škoda Vision 7S

  2024

  Škoda Elroq

  2024

  Škoda Kodiaq

  2024

  Škoda Octavia IV

  2024

  Škoda Superb Combi

  2025

  Škoda Enyaq Coupé

  2025

  Škoda Enyaq

• zaver

  Statement on the 130th anniversary 

  Dear colleagues 

  As we mark the 130th anniversary of our company’s founding, I’d like to share a few reflections on what lies ahead.

  Let me begin with something we can all be proud of: Škoda Auto has just achieved the most successful financial year in its history (2024), with the most diverse product portfolio to date. This milestone gives us the ideal foundation to think ahead. Our industry is on the verge of profound transformation. By 2030, we will witness more change than we’ve seen in the past five decades. Four of these shifts are particularly relevant for us. In terms of powertrains, we are embracing electrification at a pace in line with customer expectations and market developments. At the same time, we remain deeply committed to environmentally responsible production, including using recycled materials, embracing a circular economy, relying on renewable energy sources and striving for net-zero CO2 emissions. Connectivity will continue to redefine how cars are experienced. Vehicles will seamlessly integrate with smart urban systems to deliver real-time updates, predictive maintenance and personalised mobility.

  Global expansion also remains a core priority. We will keep growing our international footprint to bring the Škoda brand to more customers around the world. What unites all these ambitions is our unwavering commitment to our customers. They have always been at the heart of everything we do. The closer we remain to them, the stronger our market position will be.

  Let us honour our proud history, look forward to an exciting future and together take as the next chapter of Škoda Auto.

  Klaus Zellmer

  Chairman of the Board of Management

  130 Years of Škoda Auto, A Glimpse into 2155 

  Dear colleagues 

  In 2155, an era shaped by technologies and skills once unimaginable, People & Culture creates space and guides humanity in a world where work is possible from anywhere.

  AI is no longer just a tool but has become a creative sparring partner. Co-creation is fluid. Talent moves freely across global ecosystems: self-learning, regenerative, open.

  Skill management is a living pattern of curiosity and potential, and people form clusters of competencies, reconfiguring to meet each new challenge.

  In a hyperconnected world, individualism drives differentiation. At Škoda, diversity isn’t a goal but a precondition for viability and fuels the way we lead.

  In a world filled with AI, true originality becomes our most precious resource. Leadership isn’t defined by office or title; it’s shared, situational and built on trust. Leaders foster spaces where safety, growth and brilliance can thrive.

  Work is no longer anchored in time or place but in impact, responsibility and a sense of belonging.

  As we look ahead, 260 years since our founding, we know that culture is not what we preserve but what we shape, every day, with heart, mind and passion.

  Not through algorithms but through the timeless Škodian Human Touch.

  Maren Gräf

  First Female Board Member

• muzeum

  The museum is a modern showcase for the Škoda brand.

  The museum's collection now comprises some 360 items and regularly hosts themed exhibitions.

  The prototype and sports car depository is open to the public.

  The collection is dominated by mass-produced cars.

  In addition to cars, there is also a collection of engines and coachwork.

  Kromě vozů zde najdete i sbírku motorů či karoserií.

• Expedice

  In 1934, the Škoda Popular travelled almost 15,000 km from Prague to Calcutta.

  The seven travelers were led by attorney Zbislav Peters.

  The Turkish "roads" were remembered by the participants as the worst of the whole trip.

  In sandy terrain, the low weight of the backbone-framed cars was used, which were less likely to sink into the sand.

  A canvas retractable roof helped ventilate the hot semi-cabriolet.

  Lubomír Šebela at a typewriter in a luxury Kabul hotel complex.