Since 1895, Škoda has been synonymous with Czech ingenuity and robustness. To mark its 130th anniversary, the brand let us take the wheel of legendary models such as the Rapid 135 from 1988 and the 1101 Tudor from 1948. Let’s delve into Škoda’s history with the treasures in its museum.
Škoda was founded in 1895 by Václav Laurin and Václav Klement and is one of the oldest car manufacturers still in business. From bicycles to racing cars, the brand has gone through the ages with remarkable consistency. To mark its 130th anniversary, the Škoda Museum in Mladá Boleslav is now presenting its treasures. The collection comprises 370 vehicles, some of which are unique worldwide.
Among the rarest exhibits are the 1932 Škoda Hispano-Suiza, a luxury saloon car manufactured under French licence, and the Škoda 1100 OHC Coupé, a racing car of which only two were ever built. The latter was carefully restored by Mikhail Velebny, head of the museum’s restoration workshop. ‘It’s a real work of art. We took it on in a disastrous condition, and today it’s back on the road,’ he says. For Mikhail, Škoda is much more than just a car manufacturer: it is a lifelong passion. He himself owns several historic models, including a Škoda 1000 MB and an L-101 Tudor, and competes in races with a 1949 Škoda Sport. ‘Classic cars are part of my everyday life. They tell the story of an era, a way of life, a culture.’
This connection between the past and the present is at the heart of Škoda’s strategy. Founded in 1968, the museum does not merely display exhibits. Its mission also includes restoration, conservation and knowledge transfer. Each vehicle bears witness to the technical and aesthetic development of the brand, from the first models by Laurin & Klement to the latest electric vehicles.
During our visit, we had the privilege of driving several legendary models: the Škoda Rapid 135 (1988), the Octavia Combi (1964), the 120 GLS (1978), the 1101 Tudor (1948) and the Felicia (1962). We were also allowed to climb into two historic vehicles: the L&K 110 (1926) and the legendary Voiturette A from the early 20th century.
The first impression is surprising. The further back in time you go, the less plastic is used in the cars and the more fine materials such as wood, metal and leather are used. Driving is a real physical challenge. Without power steering and with sometimes temperamental manual gearboxes, you need quite a bit of strength to turn the large steering wheels. But what a pleasure! The sound of the mechanics, the smell of oil, the elegant lines: everything contributes to a unique experience. You feel like you are really driving yourself because the technology does not do anything for you. It is a feeling that has almost been lost in modern cars with their numerous assistance systems.
A brief description of the models we tested:
Škoda Rapid 135 (1988)
The Škoda Rapid 135 was produced between 1987 and 1990 and is an elegant and sporty vehicle. It represents the last generation of Škoda coupés with rear engines. It was equipped with a 1,289 cc four-cylinder in-line engine with 58 hp, which was combined with a five-speed manual transmission and enabled a top speed of 150 km/h. Its aerodynamic design offered a dynamic driving experience. A total of 10,980 units were produced.
Built at the AZNP plant in Kvasiny, the Rapid 135 modernised its predecessor, the Škoda Garde/Rapid 743, and heralded the end of the rear-engine era before the transition to the Favorit. It was produced from 1984 to August 1990 and retained the rear-engine and rear-wheel drive architecture. The Rapid 135 and 136 were based on the Škoda 135 GL and 136 GL with 1.3-litre aluminium engines. The Rapid 135 produced 58 hp, while the 136 achieved 62 hp. The domestic versions were equipped with carburettors, while the export models received Bendix fuel injection and, in some cases, a catalytic converter. The latest developments included reinforced rear suspension arms and a modernised interior. It was the last two-door Škoda with a coupé silhouette.
Škoda Octavia Combi (1964)
The Škoda Octavia Combi was officially unveiled at the International Engineering Fair in Brno in 1960 and went into production in 1961 after testing and approval procedures. It was characterised by its generous space: a 690-litre boot that could be expanded to 1,050 litres by folding down the rear seats and was accessible via a two-piece tailgate.
Under the bonnet, a four-cylinder engine with a displacement of 1,221 cm³ and 47 hp, combined with a four-speed gearbox, ensured a top speed of 115 km/h. Innovations included a spare wheel stored under the boot floor and a sophisticated system that allowed the interior to be converted into a sleeping area. From 1961 onwards, the front seats could be folded down almost completely, and from 1968 onwards, the rear seat backs could be folded down in both directions.
The Octavia Combi was exported on a large scale (up to 72 per cent in 1966) and conquered various markets: East Germany, Great Britain, Norway, Australia, Iceland … Its production continued until the end of 1971, despite the introduction of the rear-engined Škoda 1000 MB.
Škoda 120 GLS (1978)
The 120 GLS (saloon) was considered the flagship of the Škoda brand and was produced from 1976 to 1990. It was equipped with a 1,174 cc four-cylinder in-line engine with 54 hp, which was combined with a four-speed manual transmission and reached a top speed of 140 km/h. It was distinguished by its stainless steel radiator grille and four headlights at the front. It was manufactured at the Vrchlabí plant and was known for its robustness and practical features.
Series production began in August 1978, although there were difficulties because the relocation of production of the Škoda 1203 commercial vehicle to Trnava in Slovakia was delayed. Over 70 per cent of GLS models were destined for export. The 120 GLS retained the rear-engine, rear-wheel-drive configuration adopted from the Škoda 1000 MB, a concept that was further developed in the 100, 105, 120, 130 series and their derivatives. Production of this series continued until 1989, with the higher-end GLS variant accounting for a small proportion.
Škoda 1101 Tudor (1948)
Production of the Škoda 1101 ‘Tudor’ began on 6 May 1946 at the Mladá Boleslav plant with support from the Kvasiny and Vrchlabí sites. The model was manufactured until 1952, with a total of 66,904 civilian units and 4,237 special editions for the army. More than 65 per cent of the vehicles were exported to over 70 countries. Its nickname ‘Tudor’ is derived from the English ‘two-door’ and refers to the fact that most models were equipped with two doors.
The 1101 was based on the pre-war Škoda Popular model and had a four-cylinder engine with a displacement of 1,089 cm³ and 32 hp, combined with a four-speed gearbox. The top speed was 100 km/h. It was based on a rigid central tube frame with independent suspension all round. Its body combined a wooden frame with sheet steel. It was available in several variants (saloon, roadster, delivery van and ambulance) and was also offered as a convertible.
In 1948, the Škoda 1102 appeared with a number of visual and interior changes, such as modified bumpers and a gear lever that was now located on the steering column. A remarkable example – a green convertible from 1948 – was delivered to the Swiss Embassy before arriving at the Škoda Museum in 2005. The 1101/1102 series made a name for itself in racing, achieving a class victory at the 1948 Spa 24-hour race.
Škoda Felicia (1962)
The Škoda Felicia convertible, produced from 1959 to 1964, reflected the spirit of the 1960s with its clean lines, rounded shapes and elegant design. Like many cars of the time, it featured lots of chrome and bright colours. With a four-cylinder engine with a displacement of 1,089 cm³ and 50 hp, the Felicia reached a top speed of 120 km/h. A removable hardtop made of glass fibre reinforced plastic was available as an option, representing modernity and versatility. The convertible was based on the Škoda Octavia. It had a central tube frame with independent suspension and modern telescopic shock absorbers.
The Felicia was presented at international trade fairs (Geneva, Leipzig, New York) and exhibitions in South America and Africa, and quickly became a success: in just its second year, annual production reached 4,210 units, two-thirds of which were exported. In March 1961, a new design was unveiled in Geneva: a more distinctive radiator grille, upward-curving rear fenders with teardrop-shaped taillights, a gear lever moved to the centre tunnel for shorter shift travel, and a fuel filler flap that could be locked from inside the car.
In 1962, the Felicia Super was launched with a 1.2-litre engine producing 55 hp and a top speed of 135 km/h. A total of 14,863 Felicia and Felicia Super models were produced between 1959 and 1964. The Škoda Museum purchased one model in 1995 and restored it by 1998.
Mladá Boleslav: Where the heart of Škoda beats
50 kilometres from Prague, the city of Mladá Boleslav lives to the rhythm of the assembly lines. Škoda Auto has built much more than just a factory here: it has created an industrial ecosystem that shapes the local economy and the future of mobility.
The first Laurin & Klement vehicles rolled out of the Mladá Boleslav workshops as early as 1905. Today, this historic location has become one of the most modern industrial centres in Europe. With 575,000 vehicles produced in 2024, it alone accounts for more than half of Škoda’s global production. Fabia, Scala, Kamiq, Octavia and Enyaq are assembled here, alongside the new hybrid and electric generations such as the Elroq. This flexibility is made possible by the M13 line: combustion engines and zero-emission models can be assembled on the same production line.
The plant is not just a production centre, but a city within a city. More than 28,000 people work here, making Škoda the largest employer in the region. There are hundreds of suppliers, technical schools and even an internal university around the site. The economic impact is enormous: Mladá Boleslav owes its dynamism, infrastructure and strong industrial identity to Škoda. The company offers its employees special services such as an integrated clinic and a medical centre, demonstrating its progressive corporate social culture.
Hall M13 enables an annual production capacity of over 330,000 vehicles. The plant is investing heavily to secure its leading position. A new state-of-the-art paint shop, scheduled for completion in 2029, will enable up to 2,600 vehicles to be painted per day. CO₂ emissions are expected to fall by 28 per cent. The goal is to achieve carbon neutrality by 2030. These efforts go hand in hand with technological innovations such as the robotisation of processes and the simultaneous production of combustion engines and electric models.
