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The foundation stone for the Mladá Boleslav-based company was laid at the end of 1895 by the technician Václav Laurin and the visionary Václav Klement. In addition to their lifelong friendship and connection to the region, they were also united by their passion for cycling. In a modest workshop, they began by repairing bicycles, soon expanding their offer to include proprietary bicycles, which they marketed under the brand name SLAVIA. These were made of high-quality materials and were characterised by an attractive price-performance ratio as well as innovative technical ideas.

As early as spring 1899, the company had added a petrol auxiliary motor of its own design to the wide range of bicycles and tricycles and finally presented two technologically advanced L&K motorbike models in Prague on 18 November 1899. They had a four-stroke single-cylinder engine mounted in the lower part of the frame, where it was better protected from damage. Deliberately shifting the centre of gravity improved the handling of the motorbike. At that time there was no clutch or gearbox; the engine was connected to the driven rear wheel by a long leather belt. To start the engine, the machine had to be pushed. Then, the rider jumped into the saddle and placed their feet on the pedals. To tackle steep climbs, they could assist the motor by pedalling.

The modern machines from Mladá Boleslav quickly became a success. At the end of 1899, Václav Klement returned from a business trip to Germany with orders for 35 of these motorbikes. Moreover, in the spring of 1900, he was able to arrange the delivery of 150 motorbikes to Great Britain. The superior quality of the models from Mladá Boleslav compared to strong international competitors is also documented in numerous awards, such as first prizes in the respective categories at exhibitions in Frankfurt am Main (1900) and Vienna and Hamburg (1901).

The manufacturer’s successful engagement in motorsport also began 120 years ago. The brand from Mladá Boleslav made its international racing debut on the 1,196-kilometre route Paris – Aachen, Aachen – Hanover, Hanover – Berlin that was completed in three stages. In addition to 110 cars, which competed in three different categories depending on their weight (up to 400 kg, 400 to 650 kg, over 650 kg), ten motorbikes and three-wheelers also raced in a combined category. The cars in the main category set off at two-minute intervals from half-past three in the morning on Monday, 27 June 1901. The motorbikes from Laurin & Klement, which were also offered on some markets under the name ‘Republic’, were represented in Paris with two type B machines: At 6:58, racer number 168 set off, followed two minutes later by Narcis Podsedníček.

Podsedníček, who was born in 1866 in Mysločovice, Moravia, joined the company as one of the first sales representatives of SLAVIA bicycles in Holešov as early as 1897. At the age of 33, ‘Podseda’, as he was known to friends and acquaintances, started working for Laurin & Klement on 3 February 1900. Thanks to his dedication and foresight, he quickly rose to the position of senior foreman for bicycle and motorbike production. His experience as a technician and rider made him the ideal choice for the Paris to Berlin competition.

The most demanding race of its time put both the technology and the riders’ skills to the test, firstly due to its length and secondly because of the road surface, as the route included unpaved roads and cobblestones. The riders, who were left to their own devices, had to deal with punctures caused by countless nails, metal and glass shards and abrasive gravel along the way. Narcis Podsedníček mastered the challenge and was one of the few riders to reach the finish line in Berlin on 29 June 1901. However, as he arrived in the German capital at night and his finish time was not documented correctly, four French tricycles from De Dion – Bouton were ultimately named the winners in the motorbike and tricycle category.

Article source: www.skoda-storyboard.com

Martin Jahn, ŠKODA AUTO Board Member for Sales and Marketing, emphasises: “Our company’s long history is inextricably linked with cycling. For this reason, ŠKODA AUTO is committed to being a strong long-term partner of international elite and amateur cycling. Supporting the Tour de France has been one of the cornerstones of our activities in sports sponsorship since 2004. It offers us the opportunity to visibly and sustainably position our brand and products in an appropriate setting, as well as to share our enthusiasm for this great sport with the international cycling community. I am particularly pleased that the ENYAQ iV, our first all-electric SUV, will be used as the lead vehicle in the Tour de France.”

The 108th Tour de France begins on 26 June with the Grand Départ in Brest. The Tour de France covers 21 stages over a total distance of more than 3,300 kilometres, including six mountain stages. The peloton will reach the finish line on the Champs-Élysées, Paris, on 18 July.

This year, ŠKODA AUTO is the official main and vehicle partner of the world’s largest cycling event for the 18th time. The company is deploying around 250 vehicles. The fleet, comprising the ŠKODA ENYAQ iV, ŠKODA OCTAVIA and OCTAVIA iV models, as well as the ŠKODA SUPERB iV, will be providing mobility to the organisers and race management and will be out along the route as service vehicles. ŠKODA AUTO will also be providing VIP transport to the annual competition winners, who will again have the opportunity to experience the Tour de France up close.

This year, the peloton will once again be led by a ŠKODA ENYAQ iV: The director of the Tour de France, Christian Prudhomme, will be using the all-electric SUV as a mobile command centre. He waves the yellow flag through the sunroof at the start of each stage and then directs the race from the vehicle with the aid of sophisticated communication technology. For example, he can give safety instructions wherever necessary. On some stages, Christian Prudhomme will also be using the ŠKODA SUPERB iV with a plug-in hybrid drivetrain as the ‘Red Car’.

During the race, the ŠKODA AUTO logo will be featured on the Green Jersey for the leader of the points classification, which the car manufacturer has been sponsoring since 2015. The winner of the world’s largest cycling race will be raising a crystal trophy on the Avenue des Champs-Élysées for the eleventh time; ŠKODA Design and Peter Olah, Head of Interior Design at ŠKODA AUTO, are once again responsible for creating the winner’s trophy.

ŠKODA AUTO campaign ‘The beautiful circus: You have to love it. We do.’
To coincide with the Tour de France, ŠKODA is launching the campaign ‘The beautiful circus: You have to love it. We do’. It emphasises the fact that it takes passion to compete in such a demanding race. ŠKODA is promoting the campaign in television commercials, on its social media channels and on the company’s dedicated website https://www.welovecycling.com/. On this site, cycling enthusiasts will find interesting information about the world’s most famous bike race and a competition with exclusive prizes.

As the partner of the official Tour de France app, ŠKODA ensures that cycling fans can keep an eye on what is happening along the route. In addition to the current rankings and a live ticker, the app also offers real-time GPS tracking, rider profiles and much more. The app is free to download and is available for Android and iOS.

ŠKODA’s corporate history began with the bicycle
ŠKODA’s passion for cycling is rooted in the very beginning of the company’s history: in 1895, Václav Laurin and Václav Klement founded a bicycle workshop in Mladá Boleslav, Bohemia, laying the foundation for today’s ŠKODA AUTO.

As the ‘engine of cycling’, the car manufacturer promotes cycling at various levels. In addition to the Tour de France and the Tour of Spain (‘Vuelta’), ŠKODA AUTO sponsors numerous other international cycling races as well as national and international grassroots sports events. Bikes and cycling accessories are an integral part of the brand’s extended product range.

Article source: www.skoda-storyboard.com

To mark the 120^th anniversary of its involvement in motorsport, ŠKODA is this year presenting eighteen special racing vehicles with which the car manufacturer has celebrated great successes on national and international racetracks.

In the 1950s, motorsport did not seem to have much of a future in Czechoslovakia, motorbikes were the most popular means of transport. However, the first international races were being held at this time. In 1949, for example, the famous 24-hour race in Le Mans was staged again for the first time after the Second World War, and a year later the newly founded Formula 1 series was launched.

ŠKODA Sport based on the ŠKODA 1101 ‘Tudor’
Czechoslovakia also wanted to face the international competition with a locally built vehicle so that the durability of series-produced parts could be tested and ŠKODA vehicles could be promoted abroad. The decision was therefore made to build the ŠKODA Sport, a sporty derivative based on the ŠKODA 1101 ‘Tudor’ presented in 1946. The racing car had a weight-optimised chassis from the ŠKODA 1101. Due to the vehicle’s low height, the powertrain was repositioned, and the central tube was shortened by 400 mm, while the fork of the skeleton frame was lengthened at the front. The designers also adjusted the placement of the steering and the pedals. The car was given a low, open body that was made by hand from sheet aluminium. The fuel tank was placed behind the two seats and the fuel was supplied by an electric pump. The radiator grille had five ribs and the front headlights were set into the front section. Mostly standard parts from the ‘Tudor’ were used to construct the ŠKODA Sport, including the 12-volt onboard electrical system from the PAL company and Barum tyres. Two blue-painted cars with 1.1-litre engines were built. One of these racing cars was to compete in the class up to 1500 cm³ and delivered 56 hp with an extra Roots supercharger, while the car intended for the class up to 1100 cm³ had 42 hp without a supercharger.

From Brno to Le Mans
Both cars competed for the first time on 25 September 1949 in the Brno City Prize, the last Czechoslovakian Grand Prix for monopostos. Jaroslav Netušil drove to victory in the class up to 1100 cm³ in the car without a supercharger, while Václav Bobek took second place in the class up to 1500 cm³ in the ŠKODA Sport with a supercharger.

For the competition at Le Mans, it was decided to use the vehicle without a supercharger and to further optimise the ŠKODA Sport. In line with French regulations and the experience gained so far, the wheelbase was extended by 180 mm and two additional headlights were fitted to the sides of the radiator grille. The car, now painted in the national colours, was also fitted with a windscreen in front of the passenger seat and drove on Michelin tyres for its race at the Sarthe. With a full tank of fuel and tools and spare parts, which were the only ones allowed for essential repairs during the race, the car weighed in at just 700 kilograms. Under the bonnet was the tried and tested, water-cooled four-cylinder engine with a displacement of 1089 cm³ that delivered 50 hp (37 kW) at 5200 rpm thanks to a compression ratio of 8.6:1, a Solex 40 UAIP carburettor and other technical modifications. With the racing fuel common at the time – a mixture of petrol, ethanol and acetone – the ŠKODA Sport reached a top speed of 140 km/h with a consumption of just 12 litres per 100 km. It was possible to drive for four hours straight on a full tank – a clear advantage for Václav Bobek and Jaroslav Netušil, who were able to cover longer distances without stopping for fuel than their rivals.

ŠKODA Sport in the 24 Hours of Le Mans 1950
The race began on 24 June 1950 at 16:00 with the classic Le Mans start – the cars were lined up on one side of the track, the drivers on the other. With the starting gun, they sprinted to their race cars and jumped behind the wheel. The organisers allowed 60 participants out of 112 interested parties. Václav Bobek and Jaroslav Netušil successfully held their own against the competition for a long time and soon held a promising position. Thirteen hours into the race, however, the car lost power on the 121^st lap forcing the team to retire. The cause was a broken piston pin fuse – a minor technical defect. However, only parts carried in the car could be used for the repair and a replacement fuse was not on board.

Until they pulled out, Václav Bobek and Jaroslav Netušil had fought their way to second place in the class up to 1100 cm³ at an average speed of 126 km/h. Their fifth place in the power coefficient special classification, which was common at the time, was also impressive. With this outstanding performance, it was little consolation that none of their rivals in the up to 1100 cm³ class finished, either.

For political reasons, ŠKODA did not enter any vehicles in the following run of the Le Mans race. Although the ŠKODA Sport did not return to the Sarthe, it successfully took part in a further 80 races in Central and Eastern Europe over the next twelve years, with teams from other countries of the Eastern Bloc competing.

Over time, the ŠKODA Sport was equipped with increasingly powerful engines, most recently in the carburettor version with 120 hp and an engine with two superchargers that generated 190 hp. After some aerodynamic modifications, the Le Mans car set the Czechoslovak speed record in the class up to 1100 cm³ in 1953 at 160.1 km/h. After being dropped from ŠKODA’s racing team, the special cars went to private drivers who raced with them until 1963.

In 2020, the fully restored ŠKODA Sport should have taken part in the Le Mans Classic commemorative race to mark the 70^th anniversary of its appearance at the Sarthe, but the organisers were forced to cancel the event due to the COVID-19 pandemic.

Article source: www.skoda-storyboard.com

Drivers of BEVs like the new ŠKODA ENYAQ iV do not need to worry about safety risks or electric shocks. Studies by accident researchers and insurance companies show that electric vehicles are equally safe as cars with combustion engines.

Electric vehicles as safe as diesel and petrol
Contrary to what is sometimes assumed, the high-voltage system of an electric vehicle does not pose any risk of electric shock, either while driving or recharging. Sophisticated safety technology with circuit breakers and extensive sensors guarantees safety. All electrical components are fully protected so that there is no risk of electric shock, even in the car wash, in floods or when charging in the rain. For example, the charging process is only initiated once the automatic system check has detected a safe connection between the vehicle and the charging station. Should a fault be detected, the flow of electricity to the battery is instantly stopped. In addition, numerous studies have shown that the risk of fire in an electric vehicle is just as low as in vehicles with combustion engines. Moreover, the concept of an electric vehicle means that there is no flammable fuel on board. From a technical point of view, experts consider the spontaneous ignition of an intact lithium-ion battery or the explosion of a burning electric vehicle to be practically impossible.

Drive battery installed with crash safety in mind
The drive battery in the ŠKODA ENYAQ iV is installed in the underbody where it is protected against deformation. Crash tests prove that modern electric vehicles perform just as well in an accident as cars with combustion engines. For instance, the ENYAQ iV achieved the highest five-star rating in the Euro NCAP reference test for crash safety, as did numerous other ŠKODA models. The high-voltage system on board does not pose any increased risk in the event of an accident; the electrical components are automatically disconnected from the battery within milliseconds of a collision. The driver, passengers, other people involved in the accident and rescue workers are thus protected from electric shocks. The crash test has demonstrated that the battery pack, which is well shielded in the vehicle floor, remains undamaged despite body deformation.

ŠKODA AUTO supports advanced training for rescue workers
If a fire should break out despite all the safety precautions, the process of extinguishing a fire in an electric vehicle is different than in a car with an internal combustion engine. Firefighters are therefore given further training to enhance their skills in the field. ŠKODA AUTO supports these training courses and provides the specific information and rescue data sheets to help them deal with damaged electric vehicles. For example, the fire brigade can check the condition of the high-voltage storage unit using a thermal imaging camera and cool it if necessary to prevent a fire in the drive battery. Since a battery fire can sometimes be delayed or reignite, electric vehicles are parked in a separate location or in a pool of water after an accident until the risk of a damaged battery self-igniting or reigniting can be eliminated.

Article source: www.skoda-storyboard.com